1. automotive and vehicles
2. vehicle brands
3. buick

II
Serving
Alachua • Bradford
Central
Florida
Regional
Planning
Council
Columbia • Dixie • Gilchrist
Hamilton • Lafayette • Madison
Suwannee • Taylor • Union Counties
2009 NV\/ 67th Place, Gainesville, FL 32658 -1 608 • 352. 955. 2200
May 13, 2015
TO:
Citizens and Technical Advisory Committees
FROM:
Marlie Sanderson, Director of Transportation Planning
SUBJECT:
Meeting Announceme nt and Agenda
On Wednesday, May 20, 2015, the Technical Advisory Committee will meet at 2:00 p.m. in the
Gainesville Regional Utilities (GRU) General Purpose Meeting Room, 301 SE 4th Avenue. Also on
Wednesday, May 20, 2015, the Citizens Advisory Committee will meet at 7:00 p.m. in the Grace Knight
Conference Room, Alachua County Administratio n Building 12 SE 1st Street. Times shown on this
agenda are for the Citizens Advisory Committee meeting.
STAFF RECOMMEN DATION
7:00 p.m.
I.
Approval of Meeting Agenda
APPROVE AGENDA
m.
Approval of Committee Minutes
APPROVE MINUTES
IV.
University Avenue Multimodal StudyPhase 2 Report
II.
Page #11
7:10 p.m.
Introductions (if needed)*
APPROVE STAFF
RECOMMEN DATION
The MTPO's consultant (SprinkJe Consulting) will discuss this report.
Page #21
7:40 p.m.
v.
List of Priority ProjectsDraft 2015 Transportatio n Alternatives Program
NO ACTION REQUIRED
The Committee needs to review and discuss the draft ''Transportati.on Alternatives
priority table that will be on the Ju ly 22, 2015 Committee meeting agenda.
Page #37
8:00 p.m.
VI.
Transportatio n Improvement Program
APPROVE STAFF
RECOMMEN DATION
The MTPO must approve all projects in this Program that include federal funds (other
projects are included for information only).
Dedicated to improving the quality of life of the Region's citizens,
by coordinating growth management , protecting regional resources,
promoting economic development and providing technical services to local governments .
1
-1-
Page #41
8:15 p.m.
VII.
Long Range Transportation Plan UpdateDraft Needs Plan
NO ACTION REQUIRED
Enclosed in the meeting packet is the latest version of the draft Year 2040 Needs Plan.
VIU.
Information Items
The following materials are for your information only and are not scheduled to be
discussed unless otherwise requested.
Page #51
Page #53
Page #55
A.
B.
c.
CAC and TAC Attendance Records
Meeting Calendar- 2015
System-wide Fare-free Service, City of Gainesville Regional Transit System
*No handout included with the enclosed agenda item.
t:\marlie\ms l S\cac\agendamay20.docx
-2-
2
III
MINUTES
GAINESVILL E URBANIZED AREA TRANSPORTATION STUDY
METROPOLI TAN TRANSPORTATION PLANNING ORGANIZATION (MTPO)
TECHNICAL ADVISORY COMMITTEE (TAC)
2:00 p.m.
Wednesday
April 1, 2015
North Central Florida Regional Planning Council
2009 NW 67 Place
Gainesville, Florida
MEMBERS PRESENT
MEMBERS ABSENT
OTHERS PRESENT
STAFF PRESENT
Debbie Leistner, Chair
Dekova Batey
Linda Dixon
James Green
Ruth Findley
Ron Fuller
Dean Mimms
Jeff Hays
Matthew Muller
Paul Adjan
James Speer
Wiatt Bowers
Chandler Otis
Wiley Page
Michael Escalante
CALL TO ORDER
Chair Debbie Leistner, Gainesville Transportation Planning Manager, called the meeting to order at 2: 10
p.m.
I.
INTRODUCTIONS
There were no introductions.
II.
APPROVAL OF THE MEETING AGENDA
Chair Leistner asked for approval of the agenda.
MOTION: Chris Dawson moved to approve the meeting agenda. Paul Adjan seconded; motion
passed unanimously.
III.
APPROVAL OF COMMITTEE MINUTES
Chair Leistner ask stated that the January 21, 2015 minutes are ready for consideration of approval by the
TAC.
MOTION: Chris Dawson moved to approve the January 21, 2015 TAC minutes. Ruth Findley
seconded; motion passed unanimously.
-31
TAC MINUTES
April 1, 2015
IV.
LONG RANGE TRANSPORTATION PLAN UPDATE- DRAFT NEEDS PLAN
Mr. Mike Escalante, MTPO Senior Planner, stated that the consultant tested and evaluated two
alternatives for the future transportation network, a roadway project emphasis network and a transit
project emphasis network. He stated that the consultant worked with staff to develop the draft Needs
Plan.
Mr. Wiley Page, Atkins Project Manager, and Mr. Wiatt Bowers, Atkins Project Manager, discussed the
draft Needs Plan and answered questions.
MOTION: Chris Dawson moved to recommend that the MTPO approve the Draft Needs Plan in
Exhibit 1 with the following revisions:
1. Moving the NW 83 Street 4-Laning Project (#22) to a new Illustrative Project
List and have the consultant work with County Staff to include other transit
dedicated lane projects in the Illustrative Project List; and
2. Delete the Bivens Braid Section- SW 23rd Terrace from SW 63 rd Avenue to
Williston Road (#68).
Ron Fuller seconded; motion passed unanimously.
V.
FUTURE CORRIDORS PROGRAM
Mr. Escalante stated that the Florida Department of Transportation is conducting a study to identify future
transportation corridors. He discussed the Future Corridors Program and answered questions.
VI.
INFORMATION ITEMS
There was no discussion of the information items.
ADJOURNMENT
The meeting was adjourned at 3: 15 p.m.
Date
Debbie Leistner, Chair
t:\mike\em15\tac\minutes\aprltac.doc
-42
EXHIBIT 1
2040 Long Range Transportation Plan - Proposed Needs Plan Projects [Draft 4/1115)
1
2
6
7
8
Roadway Projects
NW 122"" Street-Two-Jane extension from Newberry Road to NW 39"' Avenue
0
NW 23'" Avenue -Two-lane extension from NW 98'" Street to NW 143' Street (separated into 2a & 2b)
0
NW 83' Street-Two-lane extension from NW 39m Avenue to Spri:nghills Boulevard
0
Springhills Boulevard - New two-lane roadway from NW 122"" Street to NW 83' Street
10
NW 98 Street- Two-lane extension from NW 39rn Avenue to Springhills Boulevard
NW 91" Street-Two-lane extension from terminus to Springhills Boulevard
9
10 Springhills Connector - New two-Jane roadway from SpringhiJJs Boulevard to Millhopper Road
0
111
11 NW 23"' Avenue - Widen to 4 lanes from NW 98 Street to NW 83' Street
12 NW 23'° Avenue - Widen to 4 lanes from NW 83'" Street to NW 58m Boulevard
0
13 Archer Road - Widen to 4 lanes from Tower Road to SW 122" Street (MTPO boundary)
14 SW 20'"/SW 24'" Avenue - Widen to 4 lanes from SW 61" Street to SW 62"" Boulevard
15 SW 63ru Boulevard - Two-lane extension from Archer Road to SW 24'" Avenue
17 SW Williston Road- Widen to 4 lanes from SW 62"" Avenue to I-75
18 SW 23"' Terrace Extension - Two-Jane extension from Archer Road to Hull Road
0
22 NW 83'" Street- Widen to 4 Janes from NW 23' Avenue to NW 39rn Avenue
1
27 SW 62"" Boulevard- Four-lane extension from Butler Plaza to SW 20 " Avenue
111
28 W 24 Avenue - Two-lane extension..Qf SW 40'" Boulevard to SW 43'" Street
29 Hull Road- Two-lane extension from SW 38'" Terrace to SW 43'" Street
30 Radio Road - Two-lane extension from SW 34m Street to Hull Road
31 SW 47'" Avenue -Two-Jane extension from SW 34'" Street to Williston Road
32 SE 6'" Street- New two-Jane roadway from SE Depot Avenue to SE 4'"15'" Avenue
51
33 SE 21 Street-Two-lane extension from SE 8'" Avenue to SE Hawthorne Road
0
34 SW 20'" Avenue- Widen to 4 lanes from SW 62" Boulevard to SW 43'" Street
36 SW 62na Boulevard- Widen to 4 lanes from SW 20'" Avenue to Newberry Road
37 NW 34'" Street- Widen to 4 lanes from University Avenue to NW 16'" Avenue
1
38 NW 34'" Street- Widen to 4 lanes from NW 16'" Avenue to NW 39 " Avenue
39 NW 34'" Street- Widen to 4 Janes from NW 39w Avenue to US 441
Transit Projects
Increase weekday frequencies on City routes (minimum 30 min. frequency)
42 Increase weekday operating hours on City routes (minimum 14 hours service)
43 Expand weekend service on City routes (minimum 60 minute frequency & IO hours service)
41
44 Butler Plaza Transit Center I Park and Ride Facility
45 Oaks Mall Transit Center I Park & Ride Facility
1
50 Extend service in southwest Gainesville (SW 40'" Boulevard and SW 47 " Avenue area)
51 Extend service in south Gainesville (South Main Street and Williston Road area)
52 Intercity Service to/from High Springs & Alachua
53 Intercity Service to/from Newberry
54 Intercity Service to/from Archer
55 Intercity Service to/from Hawthorne
56 Intercity Service to/from Waldo
57 University of Florida Transit Center
58 Santa Fe College Transit Center
59 Hawthorne Park & Ride Facility
60 Celebration Pointe Park and Ride
61 Springhills Area Park and Ride (North of39'" Avenue)
62 Newberry Village Park and Ride (Newberry Road just east of Ft. Clarke Boulevard)
0
63 Eastside Activity Center Park and Ride (SE 43' St and Hawthorne Road)
64 Waldo Park & Ride Facility
65 Archer Park & Ride Facility
-5-
-6-
MINUTES
GAINESVILLE URBANIZED AREA TRANSPORTATION STUDY
METROPOLITAN TRANSPORTATION PLANNING ORGANIZATION {MTPO)
CITIZENS ADVISORY COMMITTEE (CAC)
Grace Knight Conference Room
12 SE 1st Street
Gainesville, Florida
7:00p.m.
Wednesday
April 1, 2015
MEMBERS PRESENT
MEMBERS ABSENT
OTHERS PRESENT
STAFF PRESENT
Rob Brinkman, Chair
Jan Frentzen, Vice Chair
E. J. Bolduc
Thomas Bolduc
Nelle Bullock
Luis Diaz
Melinda Koken
Kamal Latham
Gilbert Levy
Ron Lieberman
James Samec
Ewen Thomson
Chris Towne
Rajeeb Das
Chandler Otis
Wiatt Bowers
Wiley Page
Michael Escalante
CALL TO ORDER
Chair Rob Brinkman called the meeting to order at 7:00 p.m.
I.
INTRODUCTIONS
Chair Brinkman introduced himself and asked others to introduce themselves.
II.
APPROVAL OF THE MEETING AGENDA
Chair Brinkman asked that the agenda be approved.
MOTION: Luis Diaz moved to approve the meeting agenda. Thomas Bolduc seconded; motion
passed unanimously.
III.
APPROVAL OF COMMITTEE MINUTES
Mr. Michael Escalante, MTPO Senior Planner, noted corrections to the minutes for the Long Range
Transportation Plan Performance Measures and Committee Officer Elections items and asked for
approval of the CAC meeting minutes.
MOTION: Melinda Koken moved to approve the January 21, 2015 CAC minutes with the
corrections. James Samec seconded; motion passed unanimously.
1
-7-
CACMINUTES
April I, 2015
IV.
LONG RANGE TRANSPORTATION PLAN UPDATE- DRAFT NEEDS PLAN
Mr. Escalante stated that the consultant tested and evaluated two alternatives for the future transportation
network, a roadway project emphasis network and a transit project emphasis network. He stated that the
consultant worked with staff to develop the draft Needs Plan.
Mr. Wiley Page, Atkins Planning Manager, and Mr. Wiatt Bowers, Atkins Project Manager, discussed the
draft Needs Plan and answered questions. Mr. Page noted that Illustrative Projects are those projects
anticipated to be implemented beyond the plan horizon.
MOTION: Jan Frentzen moved to recommend that the MTPO approve the Draft Needs Plan in
Exhibit 1 as revised to delete the NW 91st Street Extension to SpringHills Boulevard
project(#9). Motion failed for lack of a second
MOTION: Melinda Koken moved to recommend that the MTPO approve the Draft Needs Plan in
Exhibit 1 with the following revisions:
1. Moving the NW 83 Street 4-Laning Project (#22) to a new Illustrative Project List
and have the consultant work with County Staff to include other transit
dedicated lane projects in the Illustrative Project List; and
2. Delete the Bivens Braid Section- SW 23rd Terrace from SW 63 rd Avenue to
Williston Road (#68).
Ewen Thomson seconded. After further discussion Melinda Koken called the question;
Question call passed unanimously. The motion passed 12 to 1.
V.
FUTURE CORRIDORS PROGRAM
Mr. Escalante stated that the Florida Department of Transportation is conducting a study to identify future
transportation corridors. He discussed the Future Corridors Program and answered questions.
VI.D. INFORMATION ITEMS- MTPO STAFF MEMORANDUM
"NW 19TH LANE CYCLE TRACK" DATED MARCH 25, 2015
MOTION: Ewen Thompson moved to recommend that the MTPO accept the inclusion of the NW
19th Lane Cycletrack Project in the Florida Department of Transportation Work
Program should funds become available. Melinda Koken seconded; motion passed
unanimously.
FRIENDLY AMENDMENT
Kamal Latham requested to add a statement advising the MTPO that the funding for
this project could be lost to another project in District 2 if it is not moved forward.
-8-
2
.~
CACMINUTES
April l, 2015
MOTION AS AMENDED:
Ewen Thompson moved to recommend that the MTPO accept the inclusion of the NW
19th Lane Cycletrack Project in the Florida Departmen t of Transporta tion Work
Program should funds become available and advise the MTPO that the funding for this
project could be lost to another project in District 2 if it is not moved forward. Melinda
Koken seconded; motion passed unanimously.
ADJOURNMENT
The meeting was adjourned at 8:40 p.m.
Rob Brinkman, Chair
Date
t:\mike\eml 5\cac\minutes\aprl cac.doc
3
-9-
EXIDBITl
2040 Long Range Transportation Plan - Proposed Needs Plan Projects [Draft 4/1/15)
Roadway Projects
I
NW 122"" Street-Two-lane extension from Newberry Road to NW 39'" Avenue
2
NW 23"' Avenue - Two-lane extension from NW 98m Street to NW 143'" Street (separated into 2a & 2b)
6
NW 83'0 Street-Two-lane extension from NW 39rn Avenue to Springhills Boulevard
7
SpringhiUs Boulevard- New two-lane roadway from NW 122"" Street to NW 83"' Street
NW 9gm Street-Two-lane extension from NW 39'" Avenue to Springhills Boulevard
8
9 NW 91" Street-Two-lane extension from terminus to Springhills Boulevard
10 Springhills Connector - New two-lane roadway from Springhills Boulevard to Millhopper Road
0
10
11 NW 23 Avenue - Widen to 4 lanes from NW 98ui Street to NW 83' Street
111
4
0
12 NW 23' Avenue - Widen to 4 lanes from NW 83' Street to NW 58 Boulevard
13 Archer Road- Widen to 4 lanes from Tower Road to SW 122llO Street (MTPO boundary)
0
14 SW 20'"/SW 24'" Avenue - Widen to 4 lanes from SW 61" Street to SW 62" Boulevard
15 SW 63'" Boulevard - Two-lane extension from Archer Road to SW 24'" Avenue
17 SW Williston Road - Widen to 4 lanes from SW 62"" Avenue to 1-75
0
18 SW 23' Terrace Extension - Two-lane extension from Archer Road to Hull Road
0
22 NW g3<• Street- Widen to 4 lanes from NW 23' Avenue to NW 39'" Avenue
00
27 SW 62 Boulevard- Four-lane extension from Butler Plaza to SW 20'" Avenue
0
1
28 W 24 " Avenue-Two-lane extension.QfSW 40'" Boulevard to SW 43' Street
0
29 Hull Road - Two-lane extension from SW 38'" Terrace to SW 43' Street
30 Radio Road - Two-lane extension from SW 34'" Street to Hull Road
31 SW 47'" Avenue - Two-lane extension from SW 34'" Street to Williston Road
111
32 SE 6m Street-New two-lane roadway from SE Depot Avenue to SE 4'"/5 Avenue
33 SE 21" Street-Two-lane extension from SE grn Avenue to SE Hawthorne Road
Avenue - Widen to 4 lanes from SW 62"0 Boulevard to SW 43'" Street
34 SW
zo•n
0
36 SW 62" Boulevard- Widen to 4 lanes from SW 20'" Avenue to Newberry Road
37 NW 34m Street- Widen to 4 lanes from University Avenue to NW 16'" Avenue
38 NW 34'" Street- Widen to 4 lanes from NW 16"' Avenue to NW 39'" Avenue
39 NW 34m Street- Widen to 4 lanes from NW 39'" Avenue to US 441
Transit Projccls
41 [ncrense weekday frequencies on City routes (minimum 30 min. frequency)
42
Increase weekday operating hours on City routes (minimum 14 hours service)
43 Expand weekend service on City routes (minimum 60 minute frequency & 10 hours service)
44 Butler Plaza Transit Center I Park and Ride Facility
45 Oaks Mall Transit Center I Park & Ride Facility
50 Extend service in southwest Gainesville (SW 40'" Boulevard and SW 47"' Avenue area)
51 Extend service in south Gainesville (South Main Street and Williston Road area)
52 Intercity Service to/from High Springs & Alachua
53 Intercity Service to/from Newberry
54 latercity Service to/from Archer
55 Intercity Service to/from Hawthorne
56 fntercity Service to/from Waldo
57 University of Florida Transit Center
58 Santa Fe College Transit Center
59 Hawtl10me Park & Ride Facility
60 Celebration Pointe Park and Ride
61 Springhills Area Park and Ride (North of39'" Avenue)
62 Newberry Village Park and Ride (Newberry Road just east ofFt. Clarke Boulevard)
63 Eastside Activity Center Park and Ride (SE 43ro St and Hawthorne Road)
64 Waldo Park & Ride Facility
65 Archer Park & Ride Facility
-10-
IV
Serving
Alachua • Bradford
Central
Florlda
Reglonal
Planning
Council
Columbia • Dixie • Gilchrist
Hamilton • Lafayette • Madison
Suwannee • Taylor • Union Counties
. _,,.
2008 NW B7th Place, Gainesville, FL 32853 -1 803 • 352.955.2200
May 13,2015
TO:
Metropolitan Transportation Planning Organization for the Gainesville Urbanized Area
FROM:
Marlie Sanderson, AICP, Director of Transportation Planning
SUBJECT:
University A venue Multimodal Study- Phase 2 Report
STAFF RECOMMENDAT ION
Accept the Phase 2 Report as a completed planning document and forward the report to the
Florida Department of Transportation.
BACKGROUND
Priority #3 in the State Highway portion of the Metropolitan Transportation Planning Organization for the
Gainesville Urbanized Area's adopted Year 2035 Cost Feasible Plan is the State Road 26/University
Avenue Multimodal Emphasis Corridor (from Gale Lemerand Drive east to Waldo Road). The purpose
of this Study is to identify specific multimodal projects within this portion of State Road 26 that may be
included in the Year 2040 long range transportation plan update and programmed for implementation by
the Florida Department of Transportation in its Five Year Work Program.
Sprinkle Consulting, Inc. is the firm selected to work on the University A venue Multimodal Emphasis
Corridor Study. The attached Exhibit A is the Scope of Services for this project. At the June I, 2015
meeting, they will discuss the draft Phase 2 Report. Below is the web link to the draft Phase 2 Report.
http://ncfrpc .org/mtpo/Ful lPacket /SR26 Pha e 2 Draft Report 05 l 2 l 5me. df
Attachment
t:\marlie\ms l 5\mtpo\memo\universityavephase2.docx
Dedicated to improving the quality of life of the Region's citizens,
by coordinating growth management, protecting regional resources,
promoting economic development and providing technical services to local governments .
-11-
-12•'
EXH IBIT A
SCO PE OF SERV ICES
A-1
-13 -
- 14 -
A-2
State Road 26 (University Avenue)
Mult imod al Emp hasis Corridor Scope of Services
Purpose
opolitan Transportation Planning Organization for the
Prior ity #3 in the State High way porti on of the Metr
Cost Feasi ble Plan is the State Road 26/University
Gainesville Urba nized Area 's adop ted Year 2035
Leme rand Drive east to Waldo Road). The purpose
Aven ue Mult imod al Emp hasis Corridor (from Gale
cts withi n this portion of State Road 26 that can be
of this Stud y is to identify specific mult imod al proje
rtme nt of Transportation in its Five-Year Work
prog ramm ed for impl ementation by the Flori da Depa
conditions within the corridor and data collection
Program. Part of tills proj ect is to docu ment existing
for bicycle pedestrian and trans it users.
Definition
s:
Mult imod al emphasis corridors are defined, as follow
automobile, truck, bus, bicycle and
"major trcmsportationfacilities whic h accommodate
such as bikes on buses, car and walk and/or
pedestria-11 travel and link different modes together,
desig-a elements that ensure that the safety and
park and ride. These proje cts empl oy polic ies and
are considered in all phases ofprojeJ:t
convenience of all users of a transportation syste m
multimodal con·idor include side:walks, bicycle
plan ning and devel opme nt. Typic al elements of a
le and pede stria n paths, desigr.ated bus lanes,
lanes (or wide, pave d shoulders), shar ed-use bicyc
safe crossings for pedestrians, including
safe and accessible transit stops andft'-equent and
curb extensions. "
w.edian islands, accessible pede stria n sig11als, and
Lead Agen cv
The lead agen cy is the Metr opoli tan Tran sport ation
Area .
Plann ing Organization for the Gainesville Urbanized
Methodology
n
hed Exhi bit 1- Mult imod al Emphasis Corridor Desig
The selec ted firm will revie w and evaluate the attac
can,
that
cts
proje
l
moda
multi
to identify specific
Elements, and use other appropriate resources, in order
dor.
Corri
26
Road
and should, be impl emen ted withi n the State
Phas e 1 will include:
1.
including right-of-way (using existing rightdocumenting exist ing conditions withi n the corridor,
to be prepared]), existing multi.modal
of-wa y infor matio n [note original surveys do not need
l infrastructure, bicycle/pedestrian counts,
corridor desig n elem ents, other exist ing multi moda
crash data and environmental or hazardous
average annual daily traffic, trans it level s of service,
locations;
and
2.
preparing an exist ing conditions repor t (and mapping);
3.
design
preliminary revie w and ranking of mult imod al corridor
elements for the corridor or
segments of the corridor.
A-3
-15 -
r design elemen ts to implem ent on the
Phase 2 will include a final listing of preferr ed multim odal corrido
includ e docum entatio n of costs and
corrido r (or segme nts of the corrido r). Tue recom menda tion v.-1.11
nance, if elemen t requires perpetual
phasin g to the best effort availab le for implem entatio n and mainte
2.
mainte nance. Final report and final mappi ng are included in Phase
Public Partic ipatio n
s, the Consultant will conduct two
In order to provid e adequa te public involv ement in the planni ng proces
l is prepar ed and one near the
Phase
comm unity workshops. One after the existin g conditions report in
worksh ops will be
unity
comm
end of the projec t to report the final draft results for Phase 2. Both
Plannf ilg Organization for the
conduc ted by the firm selecte d by the Metrop olitan Transp ortatio n
d firm will also make presentations
Gainesville Urban ized _A..rea. In advanc e of each workshop, the selecte
and the Bi ycle/Pedesrrian Advisory
to the Techni cal Adviso ry Comm ittee, Citizen s Ad-v-isory Comm ittee
Board.
Techn ical Review Comm ittee
Transp ortatio n Planning
A Techni cal Review Comm ittee will be appoin ted by the Metrop olitan
ts and provid e advice and
OrgaiJ.ization for the Gaines ville Urban ized Area to review work produc
follow ing Technical Advisory
directi on to the selecte d firm. This Comm ittee v.-ill consis t of the
Comm ittee membe rs or their design ees:
1.
2.
3.
4.
5.
6.
7.
8.
9.
Debbie Leistn er, City of Gaines ville Public Works Depart ment;
Dekov a Batey, City of Gaines ville Bicycl e/Pede strian Coordi nator;
Matt Muller, City of Gaines ville Region al Transi t System;
Jeff Hayes , l'.Jach ua County Depar tment ofGrov vthMa nagem ent;
Brian Singleton, AJach ua Count-y Public Works Department;
James Green, Florid a Depar tment of Transp ortatio n Distric t 2;
Linda Dixon, Unive rsity ofFlor ida;
for the Gainesville
Marlie Sander son, Metro politan Transp ortatio n Planni ng Organ ization
Urban ized Area; and
for the Gainesville
Mi..1'::e Escalante, Metro politan Transp ortatio n Planni ng Organ ization
Urban ized .Area.
Phasin g
Phase 2 will begin Januar y 1, 2015 and
Phase 1 will begin on June 23, 2014 and end Decem ber 31, 2014.
end June 30, 2015.
Estim ated Cost
l and, contin gent upon acceptance
The estima ted cost for this projec t is $50,00 0, 'Nith $50,00 0 for Phase
olitan Transport..ation Planni ng
of Phase 1 by the Florida Depar tment of Transp ortatio n and the Metrop
0 being allocated for Phase 2.
Organ ization for the Gainesville Urban ized Area, an additio nal $50,00
-16-
A-4
Exhibit l.
(Pa:~c
t of])
l\!hdtimodal Emphasis Corrido•· Desi~.~u LCfonrnnl:s
·---- - -
Pedestrian Median Islands 6 foet r~inimmn if used as ~est~ian rel~~)-·---···--· __
Illuminated
Pedestrian Cross ing~
______ _
1
IHuminat:eid Blank-·out Message Sign-.. No Right Turn on Red
--·- ·-·--·Pedestrian Traffic Signal Timiug
~ Barn Dance" at University Avenue and W l 3t:IL Street
- - - - -- - - - - - - - - - - - · --··· -· .. - ------_Accessible and Audibl<~ Pedestrian Signals with Count:--dowu l lea.ds lh~ t cl\1. ~l(ltr~(Jt1 i1~~ act: ~vitatio11
,
Short traffic signal cycle lenglhs to reduce pedestrian waitin ~ timt:
.. _ _ _. ____ -·----- _
Pedestrian crossing inttlrvals adequate for slower.. walking pedestrians --· __ -·- _ .. ____ _ _ -·--·
Leadin1.~ Ptidestrian Interval at Signalizc~d Crossi1w
Pt.idest:rian Buttons Rtmchable by People in Wheelchairs
Wheelch ~tir Accessiblti Curb Cuts and Rani~
Pedestrian Ove!'pass/Uod_e.....rp_a_s_s_________________.
P~idesl:dan Ft'.iendly Intersection Design/ Comrmct lntersections (cmb . nitum ntdiu.~ a ~s1n:~I La~ ptl_s~ ible)
Crnsswalks Shortened by Curb Extensions In Areas With On-street Parl~ing__ ____ ··- __
1
On··strnet Parking to Buffer Travel Lanes and Pedes_'l:t_·h_u_l _/\_re_
"a_s_ __ _ __
Pedestrian Amenities Strnel: Tre<;lS f'or Shadin r, Benches, Planter ~trips a~! S1. 1~eet J 're~s_i~~y r~e W!l~'.!.)­
·Pedi~strian Scale Safety Lightin
Pl'ovide As Much Curb Parking As Possible
-· ·---- - Conside1· Eliminatiag Sontti Left;. . turn Bays (to ruduce pedestrian conflicts) ___ -·-· __ . __ -·.
~ehiclo Access Across S i<lewa lk~_(24 (~_et or les_..<i)
__________ _
1
-----------------~------------------------··--·-·· ·-·~-·-·· ·
,
_______,
I
I-'
-....]
I
!\·5
I
1--'
00
I
ll~xhibit
l- Continued (Page 2 of J)
.Multimodal Emphasis Corridor Design II:lcmcn~}:
Wide Curb Lanes
Sharrow Markinu:s
_{\~!~D-~.~~!1.~U~~~Y..~!~.!:·~~~-i~~~t.:~.i_g!_l!~K~----·--·~·-· ·-···-··-·--·-··-·- _···· ·-····· _......... ··-- ___ ... .
-------·--. - ··- . __
~~are~l-use Bicycle and Pe<.!es_lria11 Paths
Bikes 011 Buses
- ----------- ------------ ----------··- ---·- -·- - - - - - - - ·----·· _
J~rovi~le Bicycle Repair Station
Streets
Side
on
Detectors
Loon
Bicycle
-·· ~---£-.. ~·-~-· -·--~--L-·---..-·. -·-·-·-----···- - ·---···-------·---·---·-- --···-··- -------·· - - -~-·. -..,_ --- ....... .··- ~. ·-· ,..... -.. ........
Removal of Street Parking to Construct Bicycle~ :~~~<::----· ·----·-.
!leduce L~~ne Widths to Add Llicycle
Roadway
Faciliti~s
_A~:,;s l~.anage1mmt
. _ _ _ -··----- -·-. ·Raised Medians
Addition of Gener~ll Purpose Lanes
_··---- -· _,,
!l.eductJ Lane Wiclths to Acid a Lane
Intersection Wideniu«
~,i m i tiug Heavy Trncks
. ~ imil a~commodaliun of ten turniiq~ vehicles in or[ eak direction
'l'raffic Co11lrol Center
_Traffic Signal Progression
Additional Green Time
_<;_·~e~)~>.!!_~g1y~~J2.l~~J!~1i:t ... __
A-<1
Kxhibit l-- (:onHnued (Pagt., J of 3)
Multimodal l~,mpbasis Corridor Design u:Itnncnt:s
·,':~~.~{~'"-~\·:· .:.,.: ..·~:-cr.;\~· ..:~::~:1 ~1~J11k,...... L ~ . , tf
Cii 'llJI ~ , • :
1,1,~1 ....• ' · ; I
.. Jill.t•:.:..r~L .
I
'
. 1•y
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f ..
:· 1
•
il
'A
1
·'·• • ..,. "1
....1,(,'·v
.i,
'"
't.t;<i. r,i.
----· . ·-··--·
Bus Stoos with Sheltern
Transit Superstop (similar to the om' on SW 20th Avenue)
Transit Signal Primit
Transit Systern Amenities (Bus 8helters and
11
· 1~ r
-------- ---- ---
., ..
.-
.··~:·~:p,..· ~.:~~
,~ .:Ui l 11'1 . ~~Ll r
rt.••
tt~.i:~
·•. ,., -;'.('"'
wi
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11 ."~~·.! _ ~;..
·;
.- ·•
-----·----
-· -- -~
- -----
Bc1~cht_
~s~
) _______ .
lncomorate 'l.'ransit-orient(xl Deshrn
Provid1~
I
Tl'at'tk
Calming
Othe1·
Curb Extensions (where parking is allowed
Dedicattid Bus Lan(~S
- - - - - - - - . _ _ _____ _ ...
Park and .Ride Facililit's
I Bus Rnpid Transit Route
----·- -·- ·-- ____ ________
Bus Rapid Transit: lnfrastn1d:ure
__ -·Parking Management (Controlling the Prict:i and Su
_____ ----·- --- - - - - Narrower Travel Lanes
Raised Crosswalks
·---- ----------- - ... ··--· . ·-----·-- Shorter Curb Comer Had ii
Elirnination of Free-flow Righs-turn Lanes
Linki1ur M.odal Facilities
-- ~1~e of Rout~' Markings/Si gn!!~_
_for Hl~t:oricttl_~u~d Cullura L_l~~"~~1:1rce~1
I
........
l..O
I
1\.-'J
-20-
0
<
v
Serving
Alachua • Bradford
Columbia • Dixie • Gilchrist
Central
Florida
Regional
Planning
Council
Hamilton • Lafayette • Madison
Suwannee • Taylor • Union Counties
2009 NW B7th Place, Gainesville, FL 32853 -1 BOS • 352. 955. 2200
May 13, 2015
TO:
Advisory Committees
FROM:
Marlie Sanderson, AICP, Director of Transportation Planning
SUBJECT:
List of Priority Projects- Draft 2015 Transportation Alternatives Program
STAFF RECOMMEND ATION
Review and provide comments on the draft Transportatio n Alternatives priorities in Exhibit 6.
BACKGROUND
Each year, the MTPO develops recommended transportation priorities for projects that are needed, but not
currently funded (or fully-funded). This year, the MTPO will approve these priorities at its August 3,
2015 meeting. This information is used by the Florida Department of Transportation each fall to develop
its Tentative Five Year Work Program.
Enclosed are the following exhibitsExhibit 1
the latest Transportation Alternatives Program Priorities approved by the MTPO
on June 2, 2014.
Exhibit 2
the currently adopted Year 2035 Bicycle/Pedestrian Cost Feasible Plan project
priorities.
Exhibit3
the currently adopted Year 2035 State Highway System Cost Feasible Plan
project priorities (note that University Avenue is priority #3). ·
Exhibit 4
the MTPO approved "Braids Priority Summary Table" from the Alachua County
Bicycle Master Plan Addendum (note that the University Avenue Braid is
priority #3).
Exhibit 5
Florida Department of Transportation email dated May 6, 2015.
Exhibit 6
the first draft of the Transportation Alternatives Program Priorities for this year.
This material assigns a high priority to recommended projects from the
University Avenue Multimodal Study- Phase 2.
t:\marlielms 15\mtpo\memo\loppmay20 .docx
Dedicated to improving the quality of life of the Region's citizens,
by, coordinating growth management , protecting regional resources,
promoting economic development and providing technical services to local governments .
-21-
-22-
EXHIBIT 1
Metropolitan Transportation Planning Organization for the Gainesville Urbanized Area·
List of Priority Projects Fiscal Years 2015-16 to 2019-20
B. Transportation Alternatives Program Priorities
priorities for the
Table 2 identifies Transport ation Alternative s Project-fu nded bicycle/pedestrian project
Program.
Fiscal Years 2015-16 to 2019-20 Transport ation Improvem ent
Table 2
Transportation Alternatives Program Priorities
Fiscal Years 2015-16 to 2019-20
{within the Gainesville Metropolitan Area)
1
2
Norton Elementa
3
NW 19 lane
4
NE 15 Street
5
NW 2 Street
FM:
TO:
FM:
TO:
FM:
TO:
8
SW 13 Street
SW 40 Boulevard /
SW 47 Avenue
9
E 10 Street
10
W 6 Street
W 13 Street
11
NW 3 Street
12
SW 34 Street GradeSe arated Crossin
13
SW 32 Terrace
14
SW 35 Place
15
Glen S rin s Braid
*
Cha ter II - Project Priorities
NW 16 Terrace
NW 13 Street
NE 12 Avenue
NE 16 Avenue
NW 10 Avenue
NW 14 Avenue
AT: RTS S stemwide
FM: Mosque
TO: One-Sto Job Center
FM: Archer Road
TO SW 34 Street
rad es
6
7
Trail
SR24
Avenue
39
NW
FM:
TO NW 45 Avenue
FM:
TO:
FM:
TO:
Depot Avenue Trail
NE 3 Avenue
SW 16 Avenue
NW 13 Street
FM:
TO:
FM:
TO:
Archer Road
NW 23 Avenue
W University Avenue
NW 8 Avenue
AT: SW 34 Street
SR 121
FM: SW 35 Place
TO: Existin Sidewalk
FM: SW 34 Street
TO: SW 35 Place
FM: NW 16 Avenue
TO: NW 39 Avenue
Pedestrian refuge islands
19 250 AAD
Construct bicycle/pedestrian
trail
Construct two-way cycle
track tying to the W 12
Street bike boulevard
Construct ADA-compliant
sidewalk
Construct ADA-compliant
sidewalk
Construct bus stops and
sidewalk connections
Construct ADA-compliant
sidewalk
Construct bicycle/pedestrian
trail
Construct bicycle/pedestrian
trail; add refuge island at NE 3
Avenue/ Waldo Road
intersection
Install bicycle signage R4-11
Bi des Ma Use Full Lane
Install bicycle signage R4-11
Bicycles May Use Full Lane
or sharrows
Construct ADA-compliant
sidewalk 490 AAD
Construct bicycle/pedestrian
grade-separated crossing
38 000 AAD
Construct ADA-compliant
sidewalk
Construct ADA-compliant
sidewalk
Construct bicycle/pedestrian
trail
Page 19
23-
Metropolitan Transportation Planning Organization for the Gainesville Urbanized Area
Ust of Priority Projects Fiscal Years 2015-16 to 2019-20
Table 2 (Continued)
Transportation Alternatives Program Priorities
Fiscal Years 2015-16 to 2019-20
(within the Gainesville Metropolitan Area)
Number
17
Project
NW 34 Street
[Westside Braid]
NW 16 Avenue
f Millhoooer Braidl
18
NE 39 Avenue
16
FM:
TO:
FM:
TO:
FM:
TO:
Location
W University Avenue
NW 16 Avenue
NW 13 Street
NW Main Street
RTS Bus Stop
Grace Market Place
Description
Construct instreet bikelanes
Construct instreet bikelanes
Construct bicycle/pedestrian
trail
Note: Projects in italic text are partially funded, as shown in the Transportation Improvement Program.
*2004 Alachua Countywide Bicycle Master Plan Addendum- Archer Braid projects
ADA= Americans with Disabilities Act of 1990; AADT =Average Annual Daily Traffic; E = East;
FM = From; NW = Northwest; RTS = Regional Transit System; SW = Southwest;
UF = University of Florida; W = West
Initial Transportation Alternatives Program Priorities were developed by the Bicycle/Pedestrian Advisory
Board.
..
-24-
Page 20
Cha ter II - Project Priorities
EXHIBIT2
f'
.... .. •
I
I
l.lf i " O::· l •
:•
. I'
.1
I • J\ 11
Table 64: Year 2035 Bicycle/Pedestrian Cost Feasible Plan
FromfTo
Description
Prtoaojty
Surface Transportati on Program (STP) Enhancemen ts (Cost Feasible Plan Revenues-= $11.5 minion)
Cross Campus Greenway
Archer Road to SW 34'h Street
2.1
2
Hull Road Parking Area
SW 34'h Street to End of Hull Road Parking Area
0.2
3
Hull Road Connector
Hull Road Parking AreaJSW 20th Avenue
0.5
$0.5
4
Lake Kanapaha Trail
Tower Road west to Interstate 75
2.3
$2.1
5
SW 34t1t Street Grade Separated Crossing
SW 34'h Street at Hull Road
0.2
$7.0
-
TOTAL STP ENHANCEM ENT FUNDED PROJECTS
"'
LOCAL FUNDS Alachua County Projects (identified as Cost Feasible by Year 2020)
NA
SW 8'h Avenue multi-use offroad facility
SW I22"d Street to SW 91 st Street
2.0
NA
NW 98'h Street multi-use offroad facility
NW 23rd Avenue to NW 39t1t Avenue
1.0
TOTAL ALACHUA COUNTY PROJECTS
-
l;X;AL
NA
-T~AL
- - --
-~
--
~
:t~:WJ ·~· ·!
FUNDS City of Gainesville Projects (Identified a5 Cost Feasible by ·Year 2015)
CITY OF
~NESVILLE
$0.5
I. I
SW 34t1t Street ot SW 23rd Terrace
SW 35th Place sidewalk
PROJECTS
GRAND TOTAL BICYCLE/PEDESTRIAN PROJECTS
-
-
NA - Not Applicable
Note - Priorities I through 5 are segments of the Archer Braid.
I
l\J
ln
I
1 ..
I
"I• ·"ii
•I'' I ... \
.!11
"
l I : • ' " ;J ... ,, I "'Ill
1
1f11 1 1U1t.'
1.r II• ·,1llt
"I
~ & '" i ti II u
fHt?
•
-26-
,
~
EXHIBIT3
"I
I
di
Lj ' I "
... 1.. •r
r
,'I
'I!
~L
- •.
~ ~
Ill
,.
Ir, ,.
11
tf-t
II 11
\
11 • I'
11
r
~-- ..
-- /'
Table 65: Ye,ar 2035 Roadway Cost Feasible Plan
Priority
Description
Length
(In Miles)
From/To
STRATEGIC: :1NTERMODAL SYSTEM (SIS) (Cost Feasible Plan Revenues = $6.4 Million)
At Williston Road
Interstate 75 Interchange Modifications
At Archer Road
$6.4
At Newberry Road
At NW 39th Ave
TOTAL STRATEGIC INTERMODAL SYSTEM
$6.
STATE HIGHWAY SYSTEM (Cost Feasible Plan Revenues= $92.0 million year of expenditure dollars)
State Road 226 (SE 16th Avenue) widen to
four lanes
Main Street to Williston Road
0.6
$15.0
2
State Road 121 (NW 34th Street)construction of turn lanes to improve safety
and traffic flow
NW 16th Avenue to US 441
3.5
$6.0
3
State Road 26 (University Avenue)
Multimodal Emphasis Corridor"
Gale Lemerand Drive to Waldo
Road
1.5
$4.75
4
US 441 (W. 13th Street) Multimodal
Emphasis Corridor Study •
NW 33rd Avenue to Archer
Road
2.8
$4.75
5
Waldo Road Multiway Boulevard redesign
to support bus rapid transit , multi-trail and
corridor redevelopment study (PD&E) b
University Avenue to NE 39th
Avenue
2.5
$3.0
6
Bus Rapid Transit (BRT) Corridor
Infrastructure-Partial
Santa Fe Village to Gainesville
Regional Airport
14.0
$28.0
I
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r
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•
-28 -
EXHIBIT4
Transportino Ecologies
Nets,"Braids & t.:oops
Braids
Braids recommendations and priorities are based in part on the 2001 Master Plan
data analysis and cost benefit rankings . Updated destination matrix analysis,
aggregated segment analysis, public survey prioritization analysis and opportunities
for funding that are currently in place or on the horizon represent the major
influences of this study on current recommendations. Initial Braids proposals were
identified based on three functional provisions - coherence (a connected network
structure), directness (reduction of distance and detours between destinations) and
safety (minimizing the encounters between cyclists and motor-vehicles) . Iterations
have been modified and refined based on Steering Committee recommendations
and public comments.
The Braids Priority Summary Table below lists the immediate priority Braids in rank
order from highest to lowest. Public ranking, aggregated cost benefit and latent
demand scores predicted the prioritization schedule as discussed in the sections
below.
Braids Priority Summary
Table
Priority
(highest to
lowest)
Public
Braid Designation
Cost
Benefit
Latent
Demand
(100 best)
(100 best)
1
98
70
partial
(low score
highest
priority)
Funds
1
Archer (Hull
2
Alachua
2
100
81
initial
3
University
3
91
78
no
Hawthorne
4
98
92
partial
4
Rd ext)
(6th St. rail-trail)
5
Bivens
6
92
68
no
6
Westside
8
100
80
no
7
Mill hopper
5
87
79
no
8
Glen Springs
7
75
82
no
The Prioritization Summary table above balances the criteria between public
interest, safety, latent demand and cost benefit scores to optimize prioritization.
Other interests include projects with the momentum of existing funding. These are
ranked to promote funding initiatives and public focus on critical linkages. If
opportunities become available from linking to related projects or designated
funding sources, lower priority projects may be implemented in advance higher
priority initiatives.
Alachua Countywide Bicycle Master Plan Addendum -
2003
page• 32
-29-
-30-
EXHIBIT 5
Marlie Sanderson
Green, James [James.Green@dot.state.fl.us]
Wednesday, May 06, 2015 9:21 AM
Marlie Sanderson
Peyton Mcleod; Scott Koons; Mike Escalante; Knight, James; Landis, Bruce; Cooper, Rodney
RE: University Avenue Multimodal Study
From:
Sent:
To:
Cc:
Subject:
Good Morning, Marlie
As part of the studies mentioned in our comment #18, the Department will evaluate different countermeasures if the
pedestrian volumes are met (i.e. RRFB, Hybrid beacon, signal, etc.). So we will consider the different options available at
that time. So, until we complete our study this fall, we cannot say what measures are appropriate for these locations.
18.
Page 16
Gale Lemerand Drive ... {Enhanced Pedestrian Crossings}
The FOOT D2 Safety Office conducted a Pedestrian Road Safety Audit (PRSA)
this area in late 2014. One recommendati on from the PRSA was to study the
NW 16th Street location for a possible mid-block crossing. We will include the
NW 19th Street location in our study, as well. The study should be performed
in the fall of 2015 when UF fall semester has begun. In addition, we would
like to obtain the pedestrian counts for these locations if possible.
Please let me know if you have any questions.
Thank you
James Green
Gainesville MTPO I Alachua County Liaison
Florida Department of Transportation - District 2
Planning, Jacksonville Urban Office - MS 2806
2198 Edison Avenue
Jacksonville, FL 32204-2730
904-360-5684
E-mail: james.green@dot.state.fl.us
From: Marlie Sanderson [mailto:sanderson@ncfrpc.org]
Sent: Tuesday, 05 May, 2015 10:28 AM
To: Green, James
Cc: Peyton Mcleod; Scott Koons; Mike Escalante; Knight, James; Landis, Bruce
Subject: RE: University Avenue Multimodal Study
JimThanks for sending us FOOT comments on the draft University Avenue Multimodal Study. We noticed that
FOOT's comments did not address the issue that is raised in the last sentence on page 16- "However, it may be
that FOOT would prefer to fully signalize these intersections instead of providing the hybrid beacon." What is the
1
-31-
FDOT District 2 position on this issue at NW 16th Street and NW 19th Street- signalized intersections or hybrid
beacons?
Marlie
Marlie J. Sanderson, AICP
Assistant Executive Director & Director of Transportation Planning
North Central Florida Regional Planning Council
2009 NW 67th Place, Gainesville, FL 32653-1603
Voice: 352.955.2200, ext. 103
Fax: 352.955.2209
PLEASE NOTE: Florida has a very broad public records law. Most written communications to or from government officials regarding government
business are public records available to the public and media upon request. Your e-mail communications may be subject to public disclosure.
From: Green, James [mailto:James.Green@dot.state.fl.us]
Sent: Tuesday, May 05, 2015 9:03 AM
To: Marlie Sanderson
Cc: Peyton Mcleod
Subject: RE: University Avenue Multimodal Study
Importance: High
Good Morning, Marlie
My apologies, I finished my comments Thursday, and was sure I had sent them. But Outlook tells me I did not.
Here are our comments, including several from Rodney Cooper in the Safety Office of Traffic Operations.
Please let me know if you have any questions.
James Green
Gainesville MTPO I Alachua County Liaison
Florida Department of Transportation - District 2
Planning, Jacksonville Urban Office - MS 2806
2198 Edison Avenue
Jacksonville, FL 32204-2730
904-360-5684
E-mail: james.green@dot.state.fl.us
------- ------
--------------- -------
From: Marlie Sanderson [mailto:sanderson@ncfrpc.org]
Sent: Tuesday, 05 May, 2015 8:38 AM
To: Green, James
Cc: Peyton Mcleod
Subject: FW: University Avenue Multimodal Study
Jim- Please see emails below. When will we receive your comments on the draft University Avenue
Multimodal Study- Phase 2? Marlie
, ,...~,
No~
ciuncr-ol
l
Florido
f:lagtonol
Planning
CouncU
-32-
Marlie J. Sanderson, AICP
Assistant Executive Director & Director of Transportation Planning
North Central Florida Regional Planning Council
2009 NW 67th Place, Gainesvll/e, FL 32653-1603
Voice: 352.955.2200, ext. 103
Fax: 352.955.2209
2
tions to or from government officials regarding
PLEASE NOTE: Florida has a very broad public records law. Most written communica
Your e-mail communications may be subject to
government business are public records available to the public and media upon request.
public disclosure.
From: Marlie Sanderson
Sent: Wednesday, April 29, 2015 10:52 AM
To: 'Green, James'
Cc: 'Peyton Mcleod'
Subject: RE: University Avenue Multimodal Study
Monday. Thanks,
Jim- Just a reminde r that we need comments on the University Avenue Study by
Marlie
Marlie J. Sanderson, AICP
Assistant Executive Director & Director of Transport ation Planning
North Central Florida Regional Planning Council
2009 NW 67th Place, Gainesvill e, FL 32653-1603
Voice: 352.955.2200, ext. 103
Fax: 352.955.2209
tions to or from government officials regarding
PLEASE NOTE: Florida has a very broad public records law. Most written communica
Your e-mail communications may be subject to
request.
upon
media
and
public
the
to
available
records
public
are
government business
public disclosure.
From: Marlie Sanderson
Sent: Tuesday, April 21, 2015 8:55 AM
To: 'Green, James'
Cc: Scott Koons; 'Knight, James'
Subject: University Avenue Multimodal Study
Jimfor your review.
Attached is a draft of the Phase 2 Report for the University Avenue Multi modal Study
March 4th. This
We would appreciate any comments that you have about this draft Report by Monday,
will be presented to the TAC at its next meeting on May 20th.
Thanks, Marlie
Marlie J. Sanderson, AICP
Assistant Executive Director & Director of Transport ation Planning
North Central Florida Regional Planning Council
2009 NW 67th Place, Gainesvill e, FL 32653-1603
Voice: 352.955.2200, ext. 103
Fax: 352.955.2209
tions to or from government officials regarding
PLEASE NOTE: Florida has a very broad public records law. Most written communica
request. Your e-mail communications may be subject to
government business are public records available to the public and media upon
public disclosure.
3
-33-
-34•'
EXHIB IT6
Table 2- Draft
Transportation Alternatives Program Priorities- 2015
FM: Gale Lemeran d Drive
TO: West 13th Street
Bikewa /Sidewal k
1
West U niversi
Avenue
2
West Universi
Avenue
At NW 16th Street
Pedestri an Hybrid Beacon
3
West Universi
Avenue
At NW 19th Street
Pedestria n H brid Beacon
At Waldo Road
Pedestrian-oriented
Intersect ion Desi
FM: East 7th Street
TO: East 10th Street
Raised Median
4
5
East Universi ty A venue
East Universi
Avenue
t:\marlie\msl5\lopp\table 2firstdraft.docx
-35-
-36-
VI
Serving
Alachua • Bradford
Columbia • Dixie • Gilchrist
Central
Florida
Regional
Planning
Council
Hamilton • Lafayette • Madison
Suwannee • Taylor • Union Counties
2009 NW 67th Place, Gainesville, FL 32653-1 603 • 352. 955. 2200
May 13, 2015
TO:
Metropolitan Transportation Planning Organization for the Gainesville Urbanized Area
FROM:
Marlie Sanderson, AICP, Director of Transportation Planning
SUBJECT:
Transportation Improvement Program
JOINT RECOMMENDATIONS
Recommend approval of the Fiscal Years 2015-16 - 2019-20 Transporta tion Improveme nt
Program.
BACKGROUND
Enclosed please find a draft copy of the Fiscal Years 2015-16 - 2019-20 Transportation Improvement
Program. The Transportation Improvement Program is a staged implementation program of
transportation projects consistent, to the maximum extent feasible, with adopted comprehensive plans of
Alachua County and the City of Gainesville.
Exhibit 1 is a copy of the advertisement that appeared in the Gainesville Guardian and Gainesville Sun on
Thursday, May 7, 2015 and in The Independent Florida Alligator on Thursday, May 14, 2015. A full
color copy of the draft Transportation Improvement Program may be viewed at the following website:
http://ncfrpc.org/mtpo/publications/TIP/TIP DOC l 5dft.pdf
http:/ /ncfrpc.org/mtpo/ publicationsffIP/TIPDOC 14dft4 web. pdf
Authorization of Funds
The Transportation Improveme nt Program is the most important document that is approved annually by
the Metropolitan Transportation Planning Organization for the Gainesville Urbanized Area. In order for
federal transportation funds to be spent in the Gainesville Metropolitan Area, they must be approved by
the Metropolitan Transportation Planning Organization for the Gainesville Urbanized Area and included
in this document.
t:\marl ie\ms I 5\mtpo\memo\tipmay20.docx
Dedicated to improving the quality of life of the Region's citizens,
by coordinatin g growth manageme nt, protecting regional resources,
ts .
promoting economic developme nt and providing technical services to local governmen
-37-
-38-
EXHIBIT I
PUBLIC MEmNG NOTICI
TO all.,_JO
Hd-lt
nsCAL ·--~·'AMO
_....
-.U.oeuGA~IOHSlll-15
.a.- -
,~
-
- ~/~
COMMUNITY TRANSPORTATION MEETING
June 1, 2015 at 5:00 p.m.
Jack Durrance Auditorium, County Administration Building,
12 SE lST STREET, GAINESVILLE, FLORIDA
Urbanized Area has
PURPOSE: The Metropolitan Transportation Planning Organization for the Gainesville
t Program
Improvemen
n
Transportatio
proposed
the
concerning
input
receive
to
meeting
public
a
scheduled
implementation
for Fiscal Years 2015-16 to 2019- 20. The Transportatio.n Improvemen t Program Is a staged
Alachua County and
program of transportation projects consistent, to the maximum extent feasible, with the
City of Gainesville comprehensive plans.
Metropolitan Area Year 2035
Projects In the prQJJOSed Transportation Improvement Program are also consistent with the Gainesville
system modifications expected to be
Transportation Plan - The Livable Community Reinvestment Plan. This plan ldenUfies transportation
all projects contained In the
needed to serve projected volumes and patterns ol traffic through tile Year 2035. A final decision reoardlng
the ildoolion or this Transoortatlon
Transportation Improvement Prooram will be forwar!led to the Florida OeDartment ot Tran.s1x11tatron bv
Improvement Proaram document.
Program. These Reports show the
The Federal Obligations Reports are Included in Appendix B of the Transportation Improvement
30, 2014.
expenditure of federal funds within the Gainesville Metropolitan Area from October 1, 2013 through September
Transportation Improvement
This map only shows some of the transportation projects scheduled during the next five years. The proposed
environmental studies; resurfacing/
Program Includes transportation projects such as: bicycle; pedestrian; project development and
disadvantaged projects.
repaving ; school safety concern; transportation enhancement; and transit projects, Including transportation
IBE MEmNG ROOM WILL BE OPEN AT 2: 30 PM FOR IBE PUBUC TO REVIEW THE PROPOSED
TRANSPORTATION IMPROVEMENT PROGRAM
ANO STAFF WILL BE PRESENT TO ANSWER QUESTIONS.
Report and proposed Transportation
Coples or the meetJng agenda and more detailed inlormation concerning the Federal Obllgatlons
the GalneSVllle Urbanized
Improvement Program can be obtained by wrltfng to the Metropolitan Transportation Planning OrganlzatJon rorappearing
In person at the
by
Area, cJo North Central Florida ReglOnal Plannrng council, 2009 NW 67th Place, Gainesville, Florida 32653,
All persons are advised that, If they
above address during business hours, at the www.ncfrpc.org/mtpo webslte, or by, calling 352.955.2200.
tor such purpose, they may
decide to contest any decision made at this public nieetin<J, they will need a record of the proceedings and,
and evidence upon which It Is to be
need to ensure that a verbatim record of the proceedings Is made, which record lnciudes the testimony
to race, color, national
regard
based . All interested persons are invited to attend and be heard. Public participation is solicited without
identity. Persons who require special
origin, age, sex, sexual orientation, marital status, religious status, disability, familial status or gender
(free of charge), should contact Mr.
accommodations under the American with D!sabllltles Act, or persons who require translation services
Marlie Sanderson at 352 .955 .2200, extension 103, at least seven (7) days before the public meeting .
the Gainesville City Commission, the
The Metropo11tan Transportatklli Planning Organization lor the G<llnesvlfle Urbanized Area conSistS of
of Transportation and the Alachua
Alacllua. County Commlss[(lo and nonvoting advisors or the University of Fk>rlda, the Florida Department
Urbanized Area is responsible for the
County League of Otles. The Metropolitan Transportation Planning Organization rO( the Galnesvllle
Metropolitan Area. This planning
continuing, comprehensive and cooperalf\le urban transportation planning program for the Gainesville
program Is required in order to receJve federal and state funds for transportation projects.
-39-
-40-
VII
Serving
Alachua • Bradford
Columbia • Dixie • Gilchrist
Centra l
Florida
Regiona l
Plannin g
Council
Hamilton • Lafayett e • Madison
Suwanne e • Taylor • Union Counties
,,. ,. .
2009 N\N 67th Place, Gainesvill e, FL 32653 -1 603 • 352.955 .2200
May 13, 2015
TO:
Metropolitan Transportation Planning Organization for the Gainesville Urbanized Area
FROM:
Marlie Sanderson, AICP, Director of Transportation Planning
SUBJECT:
Draft Year 2040 Transportation Needs Plan
JOINT RECOMM ENDATIO N
The Citizens Advisory Committe e, Technica l Advisory Committe e and Staff recommend approval
of the Draft Year 2040 Transpor tation Needs Pian in Exhibits 1 and 2.
Note- the Bicycle/Pedestrian Advisory Board did not have a quorum at its scheduled April 2, 2015 meeting.
BACKGROUND
In order to receive federal and state funds for transportation projects, the adopted Year 2035 Long Range
Transportation Plan must be updated to the Year 2040. The first plan element to be updated is the Year
2040 Needs Plan. On January 24, 2013, the Metropolitan Planning Organization Advisory Council
Governing Board adopted the following definition of the Needs Plan"a list of transportation projects that are necessary to meet identified future transportation
demand or advance the goals, objectives and policies of the Metropolitan Transportation
Planning Organization for the urbanized area, the region and the state."
This poJicy also stated that projects should not be included in the Needs Plan if they are unlikely to be
implemented because they are constrained for policy, physical or environmental reasons or will have
significant adverse enviromnental justice or civil rights impacts.
The draft Needs Plan was reviewed by the MTPO at its April 13, 2015 meeting. The MTPO will conduct
a public hearing on the draft Needs Plan at its June 1, 2015 meeting. Enclosed are the following exhibitsExhibit 1
draft Needs Plan map;
Exhibit 2
table listing all Needs Plan projects; and
Exhibit 3
document that explains why the "orange" projects in Exhibit 2 were not included in
the draft Needs Plan.
Enclosures
t:\marlie\msl 5\mtpo\memo\needsmay20.docx
Dedicate d to irnp1'ovin g the quality of life of the Region's citizens,
s,
coor•dina tir·1g gr'owth rnsnagor nont, protectin g Pegionel 1'esource
1ents.
1;;over·nr-r
local
to
ser'vices
technical
providing
and
nent
pron"1otin g econornic devolopr
qy
-41-
-42~.
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- 44 -
EXHIBIT 2
1
2
3>t
4*
s*
6
7
8
9
10
11
12
13
14
2040 Long Range Transportation Plan Update - Proposed Needs Plan Projects
Roadway Projects
Road to NW 39th Avenue
Newberry
from
NW 122"d Street - Two-Jane extension
1
to NW 143'd Street (separated into 2a & 2b)
Street
h
98
NW
NW 23rd Avenue - Two-lane extension from
1
NW 76 th Boulevard - Two- Jane extension from terminus to NW 8'i d Street Extension
NW 83'" Street- Two-lane extension from Newberry Road to NW 15th Place
1
NW 83'a Street- Two-lane extension from NW 15 " Place to NW 23rd Avenue
NW 83rd Street- Two-lane extension from NW 391n Avenue to Sprlnghills Boulevard
0
Springhills Boulevard- New two-lane roadway from NW 122"d Street to NW 83' Street
NW 98 th Street - Two-lane extension from NW 39'h Avenue to Springhflls Boulevard
NW 91st Street - Two-lane extension from terminus to Sprin,ghills Boulevard
Sprlnghills Connector- New two-lane roadway from Springhills Boulevard to Millhopper Road
NW 23'd Avenue - Widen to 4 lanes from NW 98'" Street to NW 83rn Street
1
NW 23'd Avenue - Widen to 4 lanes from NW 83'd Street to NW 58 h Boulevard
0
Archer Road~ Widen to 4 lanes from Tower Road to SW 122" Street (MTPO boundary)
0
5
111
SW 20 /SW 24th Avenue - Widen to 4 lanes from SW 61 t Street to SW 62" Boulevard
SW 63'd Boulevard - Two-lane extension from Archer Road to SW 24th Avenue
15
1
16* SW 'i7tti Avenue - New two-lane roadway from Tower Road to SW 41' Boulevard
17 SW Williston Road - Widen to 4 lanes from SW 62"" Avenue to l-75
18 SW 23'd Terrace Extension - Two-lane extension from Archer Road to Hull Road
19• NE ~Q•h Avenue -Widen to 4 lanes from Airport Entrance to SR 26
20* NW g8'h Street - Widen to 4 lanes from Newberry Road to NW n 'd Avenue
I
I
I
I
Street - Widen to 4 lanes from NW n '" Avenue to NW 3q'h Avenue
- Widen to 4 lanes from NW 23'd Avenue to NW 39"' Avenue
Street
22* NW 8)..i
1
1
- Widen to 4 lanes from NW Q8 h Street to NW 143'd Street
Avenue
23* NW ~CJ h
24* Oaks Mall Connector - New 2-lane bride:e over 1·75 from University Avenue to SW 62nd Boulevard
1
25* Tower Road -Widen to 4 lanes from Archer Road to SW 24 " Avenue
1
1
26* Tower Road-Widen to 4 lanes from SW 24 " Avenue to SW 8 h Avenue
27 SW 62nd Boulevard- Four-lane extension from Butler Plaza to SW 20 th Avenue
21*
28
29
30
31
32
I
NW q8
1
h
I
I
I
I
I
SW 24 th Avenue - Two-lane extension SW 4o'h Boulevard to SW 43rd Street
Hull Road - Two-lane extension from SW 38lh Terrace to SW 43rd Street
Radio Road - Two-lane extension from SW 34t11 Street to Hull Road
1
SW 4lh Avenue - Two-lane extension from SW 34 h Street to Williston Road
SE 6tn Street- New two-lane roadway from SE Depot Avenue to SE 4t11/5th Avenue
1
SE 21 st Street- Two-lane extension from SE 8 h Avenue to SE Hawthorne Road
0
1
to SW 43'° Street
34 SW 20 h Avenue - Widen to 4 lanes from SW 62" Boulevard
35• SW n'd Drive - Widen to 4 lanes from Archer Road to Mowry Road
Road
36 SW 62"d Boulevard - Widen to 4 lanes from SW 2o'n Avenue to Newberry
Avenue
16th
NW
to
Avenue
37 NW 34th Street- Widen to 4 lanes from University
1
1
38 NW 34t11 Street-Widen to 4 lanes from NW 16 h Avenue to NW 39 h Avenue
1
US 441
39 NW 34th Street- Widen to 4 lanes from NW 39 " Avenue to
40* SW n 'd Terrace - Widen to 4 lanes from SW Williston Road to Archer Road
Transit Projects
33
41
42
43
I
I
Increase weekday frequencies on City routes (minimum 30 min. frequency)
Increase weekday operating hours on City routes (minimum 14 hours service)
Expand weekend service on City routes (minimum 60 min. frequency & 10 hrs service)
Butler Plaza Transit Center 1Park and Ride Facility
Mall Transit Center I Park & Ride Facility
Oaks
45
46* Premium Transit Service (10 min headways) in dedicated lanes from
47* Premium Transit Service (10 min headways) in dedicated lanes from
48* Premium Transit Service (10 min headways) in dedicated lanes from
49* Premium Transit Service (10 min headways) in dedciated lanes from
44
50
51
52
53
54
Oaks Mall to Springhills area
Butler Plaza to Celebration Pointe
0
Archer Road to SW 122" Street
Five Points to Eastside Park & Ride
I
I
I
I
1
Extend service in southwest Gainesville (SW 40 " Boulevard and SW 4lh Avenue area)
Extend service in south Gainesville (South Main Street and Williston Road area)
Intercity Weekday Commuter Service to/from Hifl:h Sprinfl:s & Alachua
Intercity Weekday Commuter Service to/from Newberry
Intercity Weekday Commuter Service to/from Archer
-45-
2040 long Range Transportation P an Up1d ate - Propose d Needs P an Pro1ects
55
56
Intercity Weekday Commuter Service to/from Hawthorne
Intercity Weekday Commuter Service to/from Waldo
University of Florida Transit Center
57
58
Santa Fe College Transit Center
59
60
Hawthorne Park & Ride Facility
Celebration Pointe Park and Ride
61
Springhllls Area Park and Ride (North of 39t Ave)
62
Newberry Village Park and Ride (Newberry Road just east of Ft. Clarke Bl vd)
Eastside Activity Center Park and Ride (SE 43'd St and Hawthorne Road)
63
11
64
Waldo Park & Ride Facility
65
Archer Park & Ride Facility
66
Other Projects
Hawthorne Braid - Extend CSX trail from NW i6 1h Avenue to NW 39th Avenue
67 University Braid - New trail on University Avenue from Waldo Road to NE 55th Blvd.
68* Bivens Brai d - New trail follow lne: SW :n'd Terrace from SW 6'1 rd Ave to Williston
1
69 Archer Braid - Construct overpass of Hull Road / 34 h Street intersection
70 SW 4o'h Blvd - Construct trail from SW 341n Street to Archer Braid at SW 3orn Avenue
71*
72
73
74
75
76
77
Rd
Intelligent Transp ortation System s - Arterial Dynamic M essage Signs
Intelligent Transportation Systems Program - Miscellaneous Intelligent Transportation Systems Projects
Pedestrian Program - Miscelllaneous sidewalk and other pedestrian projects
81
82
1
Millhopper Braid - Construct bike lanes on NW 16 " Avenue from NW 13th Street to N Main Street
79
Bo
83*
84
NW/NE n 'd Avenue - Reconstruct w/ 2 lanes center turn lane and b ike lanes from NW n t h St to Waldo Rd
Williston Road - Construct bicycle/pedestrian trail from l-75 to Waldo Road
Additional Transit Projects (added following public workshop)
85
86
Extend regular transit service t hrough Celebration Pointe
87
Five Points Transfer Station
88
NW 83rd Street- Provide dedicated transit lanes from NW 23rd Avenue to NW 39th Avenue
Celebration Pointe Boulevard - Provide dedicated transit lanes from SW 62nd Boulevard to SW Archer Road
SW Archer Road - Provide dedicated transit lanes from Celebration Pointe to SW 91st Street
Extend reJZ:ular transit service through Sprlnghills
Aspirational Projects (beyond 2040)
89
90
91
92
93
94
95
96
SW 91st Street - Provide dedicated transit lanes from SW Archer Road to SW 46th Boulevard
SW 122nd Street- Provide dedicated transit lanes from SW 46th Boulevard to SW 24th Avenue (partlal new corridor)
SW 122nd Street - Provide dedicated transit lanes from SW 24th Avenue to Newberry Road
Newberry Road - Provide dedicated transit lanes from l-75 to NW 143rd Street
Fort Clarke Boulevard - Provide dedicated transit lanes from NW 23 rd Avenue to NW i5th Place
NW 15th Place - Provide dedicated transit lanes from Fort Clarke Boulevard to NW 76th Boulevard
99
NW 76th Boulevard - Provide dedicated transit lanes from NW 15th Place to Newberry Road
NW 122nd Street - Provide dedicated transit lanes from Newberry Road to Springhills Boulevard
0
Sprln~hills Boulevard - Provide dedicated transit lanes from NW 122" Street to NW 83"' Street
100
SW Hawthorne Road - Provide dedicated transit lanes from SE 27th Street to SE 43rd Street
97
98
* Orange shaded projects are those that are not reccommended for inclusion in the 2040 Draft Needs Plan
-46-
J
Bicycle Program - Miscellaneous bicycle lanes and facilities
Transit Program - Miscellaneous transit facilities and amenities, including bus purchases
Additional Bicycle/Pedestrian Projects (added following public workshop)
Miscellaneous pedest rian crossiniz: projects, including auditory signals
Multimodal Emphasis Corridor on NW/SW 13Ui Street from NW 33'd Avenue to Archer Road
Multimodal Emphasis Corridor on SR 26 from Gale Lemerand to Waldo Road
1
Glen Sprlngs Braid - Construct shared use path on Glen SprinJZ:s Road corridor from NW 34tn Street to NW 16 " Terrace
Bivens Braid - Construct shared use path on SW 23"' Street from SW 23'd Terrace to Archer Road
1
Glen Springs Braid - NW 19 Tii Lane - Construct two-way cycle track from NW 16th Terrace to NW i3 " Street ·
78
I
I
EXHIBIT3
sed Needs Plan Projects
2040 Long Range Trans portat ion Plan (LRTP) - Propo
Projec ts not recommended fo r H}'.brid Needs Plan
3.
4.
5.
83rd Street Extension ·
NW 76th Boulevard - Two-lanes extension from termin us to NW
15th Place
NW 83rd Street -Two- lane extension from Newberry Road to NW
23rd Avenue
NW 83rd Street - Two-lane extension from NW 15th Place to NW
they were not consistent with the
These project s were not selecte d because it was determ ined that
outlines the concept of a new bridge
Alachua County Comprehensive Plan. The Comprehensive Plan
Road up to NW 39th Avenue.
over /-75 with dedica ted transit lanes extend ing from Newbe rry
the projec t was not included in the
However, the transit overpass in the Plan is only conceptual, and
Plan envisions dedicated transit lanes
Capital Improv ement s Plan. Furthermore, the Comprehensive
Projec t #96.
on NW 76th Boulevard, which is include d in the Draft Needs Plan as
5
to SW 41 t Boulevard
16. SW 5ih Avenue - New two-la ne roadway from Tower Road
showe d that wideni ng Archer Road
This projec t was not selecte d because travel deman d forecasts
tions. This is mainly because the SW
(Project #13) was more effecti ve in provid ing access to destina
to Archer Road or
5ih Avenue corrido r does not extend over/under /-75, forcing users to divert
tent with a Project Development
Willisto n Road anywa y. Finally, the Archer Road wideni ng is consis
and Enviro nment al (PD&E) study being undertaken by FOOT.
ce to State Road 26
19. NE 39th Avenue - Widen to four lanes from Airpor t Entran
did not show any future traffic
This projec t was not selecte d because travel demand forecasts
because it had been discussed
congestion on the corrido r. The projec t was initially considered
reflect s only minima l growth in the
previously by Alachua County staff, but the Comprehensive Plan
area.
to NW 23rd Avenue
20. NW 98th Street - Widen to four lanes from Newberry Road
to NW 39th Avenue
21. NW 98th Street -Wide n to four lanes from NW 23rd Avenue
the propos ed parallel SW 122nd
These project s were not selecte d because it was determ ined that
n, constr uction of the new
Street extension (Project #1) served much the same purpose. In additio
ing the existin g NW 98th Street.
SW 122nd Street extens ion is expect ed to be less costly than widen
Street extension would do, is
Finally, expand ing connectivity options, which the new SW 122nd
for the 2040 Long Range
consistent with the Adopt ed Vision, Principles, and Strategies
Transp ortatio n Plan Update .
to NW 39th Avenue
22. NW 83rd Street - Widen to four lanes from NW 23rd Avenue
be consistent with the Alachua
This projec t was not selecte d because it was determ ined to not
ive transit lanes on NW Bid
County Comprehensive Plan. The Comprehensive Plan calls for exclus
-47-
Street (Project #87) and it was determined there is not enough right-of-way to widen the roadway
to four travel lanes and provide dedicated transit lanes.
2j. NW 39th Avenue - Widen to four lanes from NW 98th Street to NW 143rd Street
This project was not selected because it was determined that the parallel Springhills Boulevard
(Project #7) served much the same purpose. The new roadway is consistent with the Alachua
County Comprehensive Plan and is expected to be built by developers. Furthermore, expanding
connectivity options, which the new Springhi/ls Boulevard would do, is consistent with the Adopted
Vision, Principles, and Strategies for the 2040 Long Range Transportation Plan Update.
24. Oaks Mall Connect or- New bridge
over l-75 from University Avenue to SW 62"d Boulevard
This project was not selected because of its close location to SW 20tt1/SW 24th Avenue. Project #14
widens SW 20th/SW 24th Avenue over J-75 to four lanes. Previous analysis has shown that the SW
20th/SW 24th Avenue bridge could be widened without being fully reconstructed, thereby reducing
costs significantly.
25. Tower Road-W iden to four lanes from Archer Road to SW 24th Avenue
26. Tower Road - Widen to four lanes from SW 24th Avenue to SW 8th Avenue
These projects were not selected because it was determined that the parallel SW 63'd Boulevard
extension (Project #15) served much the same purpose. In addition, construction of the new SW
63'd Boulevard extension is expected to be Jess costly than widening Tower Road to four lanes.
Finally, the new SW 63'd Boulevard extension ties directly into the widening of SW 24th/SW 20th
Avenue (Project #14) 1 thereby enhancing connectivity across /-75. Expanding connectivity options,
which the new SW 63'd Boulevard extension would do, is consistent with the Adopted Vision,
Principles, and Strategies for the 2040 Long Range Transportation Plan Update.
35. SW 23rd Drive - Widen to four lanes from Archer Road to Mowry Road
This project was not selected because it was determined that the parallel SW 23'd Terrace extension
(Project #18) served much the same purpose. In addition, the SW 23'd Terrace extension is included
to
in the University of Florida Master Plan Update, and construction of the new roadway is expected
be less costly than widening the existing SW 23'd Drive. Finally, expanding connectivity options,
which the new SW 23'd Terrace extension would do, is consistent with the Adopted Vision,
Principles, and Strategies for the 2040 Long Range Transportation Plan Update.
40. SW 23rd Terrace - Widen to four lanes from SW Williston Road to Archer Road
-48-
This project was not selected because travel demand forecasts showed that widening SW
23'd Terrace would increase traffic volumes on already-congested Archer Road.
Furthermore, it would feed more traffic into the UF campus, further exacerbating
congestion on Mowry and Hull Roads, both of which are two lane facilities.
to Springhills
46. Provide Premium Transit Service (10 min headways) from Oaks Mall
hills Boulevard
area - Dedicated lanes on Ft. Clarke Boulevard, NW Bid Street , and Spring
Plaza to Celebration
47. Provide Premium Transit Service (10 min headways) from Butler
Ride
Pointe - Dedic ated lanes from SW 42"d Way to Celebrat ion Pointe Park and
to SW 122nd
48. Provide Premium Transit Service (10 min headways) from Archer Road
and Newberry
Street - Dedic ated and Shared Lanes on SW 122nd Street , Haile Plantation,
Road
Points to Eastside
49. Provide Premium Transit Service (10 min headways) from Five
Activity Center Park and Ride - Dedicated lanes on SE Hawth orne Road
effect ive mobili ty solutions
Travel demand foreca sts show that these projec ts may not be
County Comprehensive Plan,
throug h the year 2040. They are consistent with the Alachua
viable. As such, they have
and, as growt h occurs in these areas, these projec ts will be more
Needs Plan.
been included as Aspira tional Projects (beyond 2040) #87-99 in the Draft
to Williston Rd
68. Bivens Braid - New trail following SW 23rd Terrace from SW 6id Ave
expec ted in this area
This projec t was not select ed because additio nal growt h is not
As such, Alachua Country
throug h the horizon of the Alachua County Comprehensive Plan.
not enhance daily mobili ty.
staff felt that it would largely be a recreational trail and would
71.
lntellig~nt
Trans portat ion Systems -Arter ial Dynamic Message Signs
t #72 (originally
This projec t was not select ed because it was includ ed within Projec
#72 has since been revised to
Intellig ent Trans portat ion Systems Transit projec ts). Projec t
ts, both for transi t and
include all miscellaneous Intellig ent Trans portat ion Systems projec
automobiles.
and bicycle lanes
83. NW/NE 2id Avenue - Reconstruct with two lanes, cente r turn lane,
from NW 13th Stree t to Waldo Road
not justify elimin ating two
This projec t was not includ ed because the expec ted benef it did
of the Clen Springs Braid,
travel lanes on this roadw ay. Furthe rmore , the projec t is part
#79 and 81.
which is partia lly addre ssed throug h Dra~ Needs Plan Projects
t:\marlie\ms15\lrtp\needs plan\gainesville needs plan projects_not selected_o428115 (2).docx
-49-
-so-
VII I.A
TECHNI CAL ADVISORY COMMIT TEE (TAC)
ATTENDANCE RECORD
TAC MEMBER
AND ALTERNA TE
STEVE LACHNICHT
Alt - Jeff Hays
Alt - Chris Dawson
Alt - Kathleen Pagan
RUTH FINDLEY
Alt- Brian Singleton
Alt - Dave Cerlanek
DEKOVA BATEY
Alt- Vacant
STEVEN DUSH
Alt - Dean Mimms
Alt - Onelia Lazzari•
Alt - Jason Simmons
DEBBIE LEISTNER [Chair]
Alt- Phil Mann
All- Jacob Kain
MATTHEW MULLER [Vice Chair]
Alt- Jesus Gomez
Alt- David Smith
PAULADJA N
Alt- Laura Aguiar
Alt- Allan Penksa
JAMES GREEN
Alt- Karen Taulbee
Alt- Vacant
JAMES SPEER
Alt- David Deas
AltUNDADIX ON
Alt- Caro] Walker
RON FULLER
Alt- Scott Fox
LEGEND KEY - P =Present A =Absent
MEETING
DATE
MEETING
DATE
ORGANIZ ATION
112112015
4/112015
Alachua County
Department of Growth Management
Office of Planning and Development
p
IN VIOLATIO N
IF ABSENT
AT NEXT
MEETING ?
NO
p
Alachua County
Public Works Department
p
p
NO
Alachua County/City ofGainesville/MTPO
Bicycle/Pedestrian Advisory Board
p
p
NO
p
p
City of Gainesville
Department of Public Works
p
p
NO
City of Gainesville
Regional Transit System
p
p
NO
Gainesville/Alachua County
Regional Airport Authority
A
p
NO
Florida
Department of Transportation
p
E
NO
School Board of Alachua County
A
A
YES
University of Florida
Facilities Planning & Construction Division
p
E
NO
University of Florida
Transportation & Parking Services
p
p
NO
City of Gainesville
Department of Planning & Development
Services
* =New Member
NO
melplem 15\tac\attendanceTAC 15 xis
*City of Gainesville Level of Service (LOS) Subcommittee Member
Attendance Rule:
of that member on a one vote per member basis.
I . Each voting member of the TAC may name one {l) or more alternates who may vote only in the absence
of the scheduled meetings, except for reaons of an unavoidable
attendance
through
activities
TAC's
the
in
interest
2. Each member of the TAC is expected to demonstrate his or her
her alternates attends. No more that three (3) consecutive absences
or
his
of
one
that
ensure
should
member
absent
the
absence,
unavoidable
an
of
instance
each
In
nature.
corrective action for M1PO consideration.
will be allowed by the member. The TAC shall deal with consistent absences and is empowered to recommend
-51-
CITIZENS ADVISORY COMMITTEE (CAC)
ATTENDANCE RECORD
Violation
If Absent
NAME
TERM
EXPIRES
At Next
Meeting
11/19/2014
1/21/2015
LEGEND KEY - P-Present; E-Excused Absence; A-Unexcused Absence
4/1/2015
5/20/2015
tlmikelem I 5\cac\attd_cac0520 xis
ATIENDANCE RULE
Any appointee of the MTPO to the CAC shall be automatically removed from the committee upon filing with the Chair of the
MTPO appropriate proof that such person has had three (3) or more consecutive excused or unexcused absences
Excused absences are here defined to be those absences which occur from regular or special meetings after notification by such
person to the Chair prior to such absence explaining the reasons therefore. All other absences are here defined to be unexcused,
ADDITIONAL NOTES:
I.
On October 30, 1985, staff asked the CAC to clarify the procedures staff should use to record attendance
at CAC meetings.
The CAC instructed staff to use the following procedures:
A. all CAC meetings will require mandatory attendance by all members; and
B. attendance is recorded at all CAC meetings, even if a quorum is not present.
-52-
2.
On April 28, 1999, the CAC decided to limit attendance by teleconferencing to medical emergencies only.
3.
Members denoted in BOLD ITAL!Cs are at risk for attendance rule violation if the next meeting is missed.
Vlll .B
SCHEDULED 2015 MTPO AND COMMITT EE MEETING DATES AND TIMES
PLEASE NOTE: All of the dates and times shown in
this table are subject to being changed during the year.
MTPO
MEETING
MONTH
TAC [At 2:00 p.m.]
CAC [At 7:00 p.m.]
B/PAB
[At 7:00 p.m.]
MTPO
MEETING
FEBRUARY
January 21
January 22
February 2 at 3:00 p.m.
APRIL
April 1
April 2
April 13 at 3:00 p.m.
TAC@NCF RPC
JUNE
May 20
May 21
June 1 at 3:00 p.m.
AUGUST
July 22
July 23
August 3 at 3:00 p.m.
OCTOBER
September 23
September 24
October 5 at 5:00 p.m.
October 26 at 5:00 p.m.
December 3
December 14 at 3:00 p.m.
TAC@NCF RPC
DECEMBER
December 2
TAC@NCF RPC
Note, unless otherwise scheduled:
1.
2.
3.
4.
and
Shaded boxes indicate the months that we may be able to cancel MTPO meetings if agenda items do not require a meeting
corresponding Advisory Committee meeting may also be cancelled;
TAC meetings are usually conducted at the Gainesville Regional Utilities (GRU) Administration general purpose meeting room;
CAC meetings are conducted in the Grace Knight conference room of the County Administration Building; and
MTPO meetings are conducted at the Jack Durrance Auditorium of the County Administration Building unless noted.
T:\Marlie\MS15\MTPO\M Effi015.doc
December 2, 2014
-53-
-54-
Vlll.C
Fare- Free Systems 1
Overview
There are two ways to implement a zero-fare service: on a system-wide level or within one specific
2
region.
1
System-wide Fare-free Service
Definition
1.1
•
A service where no fares are paid by passengers for any trip.
Purpose
1.2
•
Expand mobility for all residents, especially those with limited finances.
o This is partially predicated on the perception that transit should be treated similarly to
other "free" social service programs, like the library.
•
Increase ridership and decrease dwell times.
o The average annual ridership of the systems documented in TCRP Synthesis 101 was
3
1.lM, which is over 10 times less than RTS' Fiscal Year (FY} 2014 ridership.
•
Reduce auto congestion.
o
•
Travel pattern observations reported from fare-free systems indicate, however, that the
primary increase in trips is due to a combination of existing transit users simply using
transit more often and individuals substituting biking and foot travel for transit travel.
Negate the cost of fare collection.
o Applicable to small transit agencies where the fares recovered from the fare box are less
than or only partially exceed the cost of collecting the fares. Of the nine fare free
agencies in the U.S. that previously had fares the largest amount of fare revenue that
had to be replaced when going to fare-free service was $0.8M per year. In FY2014, RTS
collected >$1.0M in fare and pass revenue.
The most comprehensive study of fare-free transit systems to date was published in 2012 as Transit Cooperative
Research Program (TCRP) Synthesis 101 Implementation and Outcomes of Fare-Free Transit Systems. The report
identified 39 transit systems in the United States that operate or will shortly be operating fare-free. They classified
these systems into three categories, agencies serving resort communities, agencies serving university-dominated
communities, and agencies serving small urban and rural areas. The non-RTS facts and figures presented here draw
1
heavily from this report.
There are many variants on fare-free service. One variant not considered here is where one specific route is farefree. This was not considered since at least in the current RTS system every route shares a segment or end-point
with one or more other routes. Moreover, these free routes are typically reserved for downtown circulators or
connectors to other transit service that is not free. One possible circulator candidate is the route 46 which is fully
funded by UF. However, only 38% of the route is within the area designated as Downtown. In FY2014, 86% (O.lM
trips) of its ridership was UF faculty, staff, or students so it is also unclear what community benefits this would
have to make fare-free; $1,154 in fare revenue was collected on this route.
3
The largest fare-free trip provider is Chapel Hill Transit in Chapel Hill, North Carolina. They provide over 7 million
trips a year. While the University of North Carolina contributes heavily to cover the cost of the service the two
municipalities which are served by the agency have a property tax and vehicle registration fee set-aside for transit
funding. At the time that the service went fare-free Chapel Hill's farebox revenue was approximately X of the
farebox and pass revenue RTS currently collects.
2
-SS-
1.3 Operational Parameters
1.3.1
•
Sources of Funding
Local
o
General revenue fund
o
Transit-specific taxes (i.e., sales, parking, property, utility, tourism, payroll) 4
Community partnerships (i.e., University student fees 5, community donations)
o
o
•
Flexible road funding built upon some calculus of reduced road construction/
maintenance costs and parking construction/maintenance costs.
Federal and state subsidies 6
o
For some programs, apportionment scales positively with ridership and negatively with
the amount of fare revenue collected.
1.4 Considernt1ons for Utilization in Gainesville
•
Over 60% (representing ~$13.0M) of RTS' annual operating revenue comes from service
agreements with the University of Florida (UF) and Santa Fe College (SF). Any significant fare
restructuring will need to occur in coordination with these organizations to confirm their
willingness to continue to provide equivalent service funding if the system is made fare-free.
•
RTS would expect a sharp increase in ridership despite most ridership today being students. 7
o Transit agencies in university-dominated communities have reported between a 21%
and 200% increase in ridership after moving to a system-wide fare-free structure. 8 The
other six systems that reported this information experienced an average ridership
increase of 123%.
o
RTS does not believe that these growth numbers are wholly locally applicable due to the
large number of riders that do not directly pay for transit. Of the ~io.9M trips taken in
FY2014, only 12% were taken by indivi,duals that paid a fare at the farebox or utilized a
day, month, or semester pass. It is assumed that the relative increases in ridership
observed elsewhere will apply only to these 12% of trips.
o
•
Under this assumption, RTS would expect between 0.3M and 2.SM new trips annually.
The nature of public transit and, specifically, how it is perceived and consumed by the general
public could change considerably.
o
o
o
o
4
A service that costs nothing to utilize could be viewed as having no value.
A number of traditional efficiency metrics depend on subsidization levels; it will be
nebulous which routes should be modified or eliminated for underperformance.
Present and past fare-free agencies have noted increased rates of vandalism and
hooliganism which lowered in-vehicle quality and increased maintenance costs.
In areas with extreme weather, like Florida, individuals without other shelter options
may stay on the bus for extended periods of time with no intent to make a trip. 9
The majority of fare free agencies appear to have a local tax dedicated to fund transit service.
In all college-dominated fare-free transit systems, the local municipality still contributes operating revenue.
6
Most state and federal transit funding is restricted to capital items.
7
Application of fare elasticity is not appropriate in this setting. Research on ridership response to fare changes has
only considered minor increases or decreases from the status quo not the full elimination of fares .
8
The agency that experienced a 200% increase in ridership stated this was caused by non-student riders .
9
A number of fare-free agencies have had to pass ordinances to restrict the number of consecutive round trips
that an individual can make on a single vehicle.
5
-56-
o
•
The funds necessary to implement fare-free service would likely at least partially come
from some type of local tax. While Gainesville has one of the highest transit mode
shares in the country, trips made by transit still represent an appreciable small portion
of total area trips. Support of such a tax could face strong resistance from the large
10
number of individuals who do not use transit.
Decreased dwell times may be offset by increased ridership, resulting in potentially reduced ontime performance.
1.4.1
Cost-Benefit Implications
Fixed Route
1.4.1.1
Costs
Three cost categories were considered and explored in detail. Using a number of assumptions,
two of the categories could be monetized (existing revenue replacement and ridership increase
costs) while one (indirect costs) could not.
1.4.1.1.1
•
•
For the two monetized categories, increases in costs range from $1.5M to $19.4M .
1.4.1.1.1.1
•
Existing Revenue Replacement
Revenues associated with one-way fares, time period passes (day, month, and student), and the
employee bus pass program would disappear. This would result in over $1M in lost revenue.
Fare Revenues
Student/ Adult Pass
$562,659
Employee Pass
$215,000
Total Expected Revenue Loss
$278,963
$1,056,622
Tab Ie l FY2014 Revenue streams that would disappear if a fare-free system was implemented.
1.4.1.1.1.2
Ridership Increase Costll
•
As stated above, university-dominated transit agencies have experienced ridership increases
between 21% and 200% when they switched to fare-free service. For this reason, cost
implications of both a 21% ("minimum" scenario) and 200% ("maximum" scenario) ridership
increase are explored for those trips where individuals currently pay a fare.
•
For these scenarios, it is also assumed that some of this new ridership will take advantage of
latent capacity of currently operating buses. Therefore, calculations are provided to show the
12
cost implications if new capacity is required for 25%, 50%, 75%, or 100% of the new ridership.
For a simple example, consider a ridership base of 100 passengers that experiences the
minimum ridership increase scenario of 21%. This system would have 21 new riders. Some of
these new riders would be able to take advantage of empty seats on existing buses. Once this
capacity is consumed, however, the remaining new riders would have to be placed on new
buses. If new capacity is required for 25% of these 21 new riders that means 16 of the new
riders can find seats on existing buses while the remaining 5 riders would force the agency to
purchase an additional bus if they are to be serve those individuals.
10
Support for a transportation tax of any kind may be measured by the results of the 2014 transportation surtax
ballot initiative which only received 40% support.
11
These estimates are startup costs. Both the operating and capital costs presented here would reoccur at some
annual rate.
12
None of the fare-free systems had existing capacity issues. Between 1/1/2013 and 2/19/2015 RTS had
approximately 8,500 full buses where passengers had to be left behind and wait for another bus.
-57-
•
Operating expenses are estimated by extrapolating from our current expense per trip of $2.09.13
The cost per new trip generated is assumed to be $0 if the trip can utilize latent capacity.
•
Capital costs associated with increased ridership are estimated in a comparable manner. 14 The
cost of buses and support vehicles (incl. support, relief, and maintenance) required to meet
demand of new passenger trips is assumed to be $0 per trip if the new trip can utilize latent
capacity or $443,170 for each additional bus required to satisfy demand and $25,180 for each
additional support vehicle required to satisfy demand. 15
•
Across these scenarios, it is estimated that operating expenses would increase $0.14M to $5.3M
(Table 2) and capital costs would increase $0.3M to $13.0M (Table 3).
Percent of New Ridership that
Does not Utilize Latent Capacity
New Trips that do not
"Minimum"
Utilize Latent Capacity
Scenario
Staffing Needs
(21% Increase)
Increased Operating Cost
New Trips that do not
Utilize Latent Capacity
Staffing Needs
Increased Operating Cost
"Maximum"
Scenario
(200% Increase)
25%
50%
75%
100%
66,628
1.79
$138,989
133,256
3.57
$277,979
199,884
5.36
$416,968
266,512
7.14
$555,958
634,553
1,269,106
1,903,659
2,538,212
17.01
$1,323,709
34.01
$2,647,417
51.02
$3,971,126
68.02
$5,294,834
75%
100%
Table 2 Operating expense estimates associated with increased ridership on RTS fixed-route buses.
---
Percent of New Ridership that
Does not Utilize Latent Capacity
Buses Needs
"Minimum"
Support Vehicles Needs
Scenario
(21% Increase)
Increased Capital Cost
0.75
0.29
_1334,476
1.51
0.58
$668,951
0.87
$1,003,427
3.02
1.15
$1,337,902
Buses Needs
Support Vehicles Needs
Increased Capital Cos_t _
7.19
2.75
$3,254,642
14.38
5.49
$6,509,283
21.56
8.24
$9,763,925
28.75
10.99
$13,018,566
"Maximum"
Scenario
(200% Increase)
25%
50%
--
Table 3 Capital cost estimates associated with increased ridership on RTS fixed-route buses.
1.4.1.1.1.3
•
Indirect Costs
Until implemented there are many indirect costs that are difficult to identify and estimate. 16
These include:
o
o
o
o
13
--
----2.26
Costs of educating the public about the transition to fare free service; marketing costs
for the new fareboxes installed in July 2014 were approximately $5,000.
Costs of potentially needed additional security equipment and guards.
Costs associated with the additional staff time required to implement the transition.
Additional buses to maintain current route frequencies. 17
If service is successful and the new passengers mostly utilize latent capacity, it would be expected that RTS's
operating expense per passenger trip would experience a significant decline. Across the cases considered here, the
maximum change in operating cost per trip would occur if there is a 200% increase in ridership and only 25% of
those riders do not utilize latent capacity. In this case, the effective cost per passenger trip may be reduced to
$1.79. Nonetheless, overall operating costs would still increase by over $1.3M.
14
It is assumed that the new RTS facility can house any needed additional buses even under the maximum
ridership increase scenario. Under that scenario these buses would consume 40% of the existing capacity.
15
In FY2014, each bus carried approximately 88K trips. The number of trips for each scenario was divided by this
figure to determine the number of buses needed. Similarly, in FY14, there was one support vehicle per ~231K trips.
16
After Capital Metro (in Austin, Texas) attempted a similar change, they reversed it, citing the "staggering" costs.
-58-
1.4. 1.1.2
•
Benefi ts
Similar to the indirect costs discussed above, benefits of fare-free transit are difficult to
monetize and do not directly equate to funding. One such example is the savings households in
the community would experience from no longer relying on a personal automobile for travel. In
18
2009, the National Household Travel Survey reported 3.02 daily vehicle trips per driver. Given
that the American Public Transportation Association estimates that the average annual cost of
19
vehicle ownership is $10,064 a year , under the minimum and maximum scenarios, if 100% of
the new trips were by individuals that formerly drove the community savings would be between
20
$2.6M and $24.4M, respectively. It should be noted, however, that TCRP Synthesis 101 clearly
•
states most new ridership does not represent individuals switching from car to transit.
Moreover, any benefit would have to account for lost time due to bus travel taking longer than
car travel. Other nebulous monetary benefits include community savings from greenhouse gas
21
emission reductions and reductions in productivity losses from motor vehicle deaths.
RTS does not have any staff dedicated exclusively to the collection of farebox revenue or
22
fare box maintenance so there are no savings possibilities from staff reductions. Moreover,
even in the absence of revenue collection, the fareboxes would still need to be maintained in
order to count passengers. One set of savings, however, would come from not purchasing paper
23
•
pass stock which is estimated to be $7,826 annually.
Potentially, RTS may receive additional grant funds from both the increased ridership and the
fact that fares are not collected. However, under the 5307 Urbanized Area Formula Program,
which is RTS' primary annual source of federal funding, RTS already receives the maximum
allotment for Small Transit Intensive Cities.
1.4. 1.2
•
•
•
Americans with Disabi/itie5 Act (ADA) Service
By law, RTS can charge no more than twice its fixed route fare ($1.50) for demand response
paratransit trips ($3.00). Equally, RTS cannot deny any valid demand response trips. Therefore,
all ADA demand response trips that begin and end within % our service region would be
required to be provided for free.
Given the high cost to RTS for each demand response trip, RTS allows ADA passengers to ride
fixed route services for free. Passenger correspondence reveals that this does encourage many
ADA passengers to ride the fixed route system rather than travel via a paratransit vehicle.
Table 4 and Table 5 shows ADA costs to range from $8.8M to $34.9M if fares are eliminated.
Fare-free service allows all door boarding. This will likely reduce dwell time and could potentially result in a cost
savings if a bus can be removed from a route due to a reduced cycle time. It is equally possible, and has been
observed in fare-free systems, that increased ridership negates any all door boarding dwell time savings.
18
http://nhts.ornl.gov/2 009/pub/stt.pdf
19
http://www.apta.com/mediacenter/pressreleases/2014/ Pages/140814 Transit-Savings.aspx
20
This is a very liberal assumption and assumes that every person that utilizes these additional transit trips is
forgoing the purchase of a car.
21
http://www.apta.com/resources/reportsandpublicat ions/Documents/APTA Health Benefits Litman.pdf
22
In July 2014, RTS upgraded their fareboxes for the first time in over 20 years. This new technology is relatively
error-free. Between 10/1/2014 and 1/31/2015 only 44.4 hours were spent on farebox maintenance (labor
operation codes fx003 to fx005). Given that the farebox will be used to track ridership it is unclear the monetary
value of capital equipment that can be sold if fares are no longer collected.
23
Cost based on average pass consumption between September 2014 and December 2014 and unit costs of
$0.018 (24-hr passes and change cards) and $0.35 (monthly, semester, and employee passes).
17
-59-
1.4.1.2.1
1.4.1.2.1.1
•
Costs
Existing Revenue Replacement
In FY2014, MV Transportation provided 51,509 24 (35,797 ambulatory and 15,712 wheelchair
trips) trips at a cost of ~$1.4M. 25 The passenger for each of these trips was responsible for a $3
fare that RTS would have to pay if the entire system was fare-free. Based on the number of trips
this equates to $0.15M.
1.4.1.2.1.2
•
Demand Response Ridership Increase Costs
An additional 0.61M trips were provided to ADA eligible passengers on RTS buses.
o It is assumed that the proportion of ADA passengers that are ambulatory and use
wheelchairs on RTS buses is the same as the proportion that utilize MV
Transportation. 26
o
Four scenarios were considered, which correspond to 25%, 50%, 75%, or 100% of the
current fixed-route ADA passengers utilizing MV Transportation instead.
o
Ridership growth was not considered for either existing demand response or fixed route
27
ADA trips. While there would likely be some riders that utilize the service more
frequently (e.g., makings trips four days a week as opposed to three) due to the
eliminated $3 fare, it is believed to be dwarfed by the number of riders that would be
moving from fixed routes. 28
•
Across these scenarios, it is estimated that operating expenses 29 would increase $4.GM to
$18.GM (Table 4) and capital costs would increase $4.0M to $16.2M (Table 5).
-Percent
- - -of
Fixed Route ADA Passengers
Moving to Demand Response
New Ambulatory Passenger Cost
25%
50%
75%
100%
$3,097,482
$6,194,964
$9,292,446
$12,389,927
New Wheelchair Passenger Cost
$1,543,267
$3,086,535
$4,629,802
$6,173,070
Total New Paratransit Operating Costs
$4,640,749
$9,281,498
$13,922,248
$18,562,997
Ta bl e 4 ADA demand response operating expense estimates associated with a fare-free system.
24
Please note that the structure of MV Transportation's trip databases results in FY2014 total ridership including
54 more trips under the zonal ADA section than the system-wide section. This difference has no meaningful effect
on the share of trips that occur entirely within the downtown zone.
25
This is the net cost inclusive of the fares RTS collects. Cost per trip rates increased by 3% on 10/1/2014 from
$28.38 to $29.23 for ambulatory trips and from $32.21 to $33.18 for wheelchair trips.
26
Operating costs were obtained as follows: First, the number of likely new paratransit trips was determined by
multiplying the number of FY2014 fixed-route ADA passenger trips by the percentage assumed to move to demand
response service. This number was then multiplied by the ratio of wheelchair to ambulatory trips observed on
demand response service to estimate the number of additional ADA passenger trips that will be generated in each
category. Operating costs are then the number of passenger trips in a category times the operating cost per trip.
27
Annual growth of ADA trips has been 6.7% for fixed route services and 8.2% for demand response services since
2010. Absent geographic expansion plans this should slow and the act of going fare-free will not in and of itself
allow more individuals to be ADA-certified but it's important to note that the costs for this service have been
escalating rapidly in recent years.
28
A 5% increase in existing MV-provided ADA trips would increase costs by approximately $80K but this is still a
small figure compared to even a fraction of fixed route ADA customers switching to demand response services .
29
While staffing needs are reflected in per trip costs and per trip costs should slightly decrease due to economies
of scale, this does not reflect the logistical challenges of hiring the necessary staff to accommodate even a 25%
switch of fixed-route ADA passengers to demand response service. Based on the current ratio of demand response
employees to trips, a 25% switch would necessitate 189 more employees.
-60-
Percent of Fixed Route ADA Passengers
Moving to Demand Response
30
Additional Buses Required
Total New Paratransit Capital Cost
25%
50%
75%
100%
65.13
130.25
195.38
260.50
$4,042,646
$8,085,292
$12,127,939
$16,170,585
Table 5 ADA demand response capital cost estimates associated with a fare-free system.
1.4.1.2.2
Indirect Costs
Like with the fixed route implementation of fare-free services, an education campaign would be
required to effectively notify individuals of the change.
The change would also require some unknown amount of staff time to implement.
•
•
1.4.1.2.3
Benefits
Benefits of fare-free system-wide ADA service are difficult to monetize and do not reflect
revenue streams that could pay for service. Individuals that formerly paid for demand response
service would retain this revenue and individuals that used fixed route services to avoid the cost
•
of demand response services may be able to travel in an easier manner.
Fare-Free Zone
2
2. 1 Definition
A service where trips that begin and end within a specific region do not require passenger fares.
•
2 2 Purpose
Fare-free zones are typically implemented to reduce congestion or automobile usage through a
zone while increasing connectivity of destinations (typically businesses) within the zone. The
zone selected is often a dense, congested downtown area with limited parking availability.
•
Ope rational Parameters 31
2.3
2.3.1
•
ld e ntifk a lion of Fare-Free Pa ssenge rs
There are two methods to identify whether a passenger owes a fare. Both methods introduce
complexity, sources of conflict, and passenger confusion to an otherwise streamlined process. It
forces drivers to remember where each passenger boards and alights so they can determine
32
whether they owe a fare. It also requires drivers to maintain a detailed understanding of the
geographic area they are operating in.
2.3.1.1
Passengers pay as they alight.
o
o
Passengers alight only through the front door (for those routes that operate within the
zone and for a particular trip that is in the zone or has already driven through the zone).
Passengers pay as they alight if their trip did not both begin and end in the zone.
RTS provides MV Transportation with 22 paratransit vans which provide on average 2,341 trips per year per van .
A representative van recently purchased for MV Transportation was priced at $62,074.
31
A number of variants were observed for the operation of fare-free zones, including day of week, time of day, and
directionality of travel.
32
As passenger loads increase this obviously becomes more challenging.
30
-61-
2.3.1.2 Passengers pay as they board.
o
When individuals board the bus they indicate whether they will be traveling exclusively
within the fare free zone or not. 33 If not, they are required to pay a fare. At the first stop
after a bus leaves the fare-free zone, the bus driver confirms that all passengers still on
board the vehicle have paid. Depending on the system, passengers who were supposed
to pay but didn't are asked to pay the fare or issued a fine.
2.3.2
•
Sources of Funding
See Section 1.3.1 Sources of Funding; any taxing strategy would likely be limited to those
businesses and residents within the fare-free zone.
2.4 Considerations for Utilization in Gainesville
•
All implications would be strongly dependent on the boundaries of the region.
•
For the purposes of this document, it is assumed that the region will be the downtown area
defined by the City of Gainesville Community Redevelopment Agency (CRA). Their definition of
downtown encompasses 478 acres and (from their website) " ... is effectively defined by North
8th Avenue, the Waldo Road/ Williston Road corridors, Depot Avenue and West 6th Street. " 34
•
Like with the system-wide implementation of fare-free services, the City would need input from
UF and SF on whether theirfunding strategies would change under such a system.
•
Combating fare evasion will increase driver-passenger conflict. 35
•
Dwell time may be reduced through the fare-free zone if an implementation method is selected
where passengers in the zone board at both doors. Dwell time savings would be negated and
possibly worsened, however, if all individuals have to board and alight through the front door.
•
2.4 t
Gainesville appears to lack the impetuses behind why communities have implemented fare-free
zones: lack of ample, cheap parking and heavy traffic congestion.
Cost -Benefit Implications
2.4.1 1
Fixed Roule
2.4.1.1.1
33
Costs
•
Zonal fare-free transit shares the same cost categories as a system-wide implementation.
•
For the two categories that were monetized operating and capital cost increases range from
$0.04M to $0.lM.
In some systems this dialogue occurs with the driver and in others it occurs with some type of ticket vending
machine.
34
http://www.gainesvill ecra.com/redev downtown plan.php
35
One of the longest operating fare-free zones was in Portland, Oregon, which ran between 1975 and 2012; it was
eliminated for budgetary reasons. To avoid conflict, passengers were only asked to pay fares rather than forced
and little occurred to ensure proper fare payment. Fare evasion was tolerated due to the recognized inherit
difficulty in tracking who should pay and enforcing this decision (http://en.wikipedia.org/wiki/Fareless Square ).
This created conflicts with individuals being asked to subsidize the service. Additionally, after 40 years the City of
Seattle also recently eliminated their fare-free zone due to budget shortfalls, fare evasion, and passenger/driver
conflicts (http://seattletimes.com/html/localnews/2019150572 ridefree14m .html ).
-62-
2.4.1.1.1.1
•
Existing Revenue Replacement36
Ridership that both begins and ends downtown is estimated using Origin-Destination (O-D)
information from the 2013 Comprehensive Operational Analysis (COA) on-board survey.
o 7 of the 5, !14 sampled passenger trips had both an 0-D downtown.
o Assuming these records represent random passenger trips from the overall system,
0.12% of RTS' trips begin and end downtown. Like the system-wide scenarios, however,
•
•
existing revenue loss would only be realized for passengers who directly pay for access
through a one-way fare or time period pass - 1,555 (0.12% of 1,269,106).
While unlikely revenue loss could be as high as $2,332 if a full fare was collected for all 1,555
trips; based on average revenue received per trip across the categories considered here, lost
revenue would likely be closer to $1,031.
37
All agencies that implemente d a zone-based fare-free system also experienced fare evasion.
o The 0-D survey recorded 235 origins that began downtown but ended outside
downtown. Therefore, 4.1% of trips begin in downtown but end outside of downtown.
o This equates to 52,195 trips when applied to that segment that directly paid for access.
In a worst case scenario the maximum revenue lost would be $78,292; based on average
revenue received per trip, lost revenue would likely be closer to $34,613.
2.4.1 .1.1.2
•
Ridership Increase Costs
The expected increase in ridership is between 21% and 200% of 1,555 (0.12% of 1,269,106)
trips. As in the fare-free section above, each new trip that does not utilize latent capacity will
cost $2.09 in operating costs and $443,170 for each additional bus required and $25,180 for
each additional support vehicle required.
Percent of New Ridership that
Does not Utilize Latent Capacity
New Trips that do not
"Minimum"
Utilize Latent Capacity
Scenario
Staffing Needs
(21% Increase)
Increased Operatin[ Cost
New Trips that do not
"Maximum"
Utilize Latent Capacity
Scenario
Staffing Needs
(200% Increase)
Increased Operating Cost
25%
50%
75%
100%
82
0.00
$170
163
0.00
$341
245
0.01
$511
326
0.01
$681
1,555
0.04
$3,243
2,332
0.06
$4,865
3,109
0.08
$6,486
777
0.02
$1,622
---
Table 6 Operating expense estimates associated with increased ridership on RTS fixed-route buses.
The system-wide case considered lost revenue due to reduced participation in the Employee Bus Pass program
and reduced sale of time period passes. Due to the limited area under consideration, however, it is believed that
the impact on those revenue sources would be negligible. For example, it would not be expected that Oaks Mall
(one of the participants in the program) would decide to stop participating in the program if the downtown zone
becomes fare-free.
37
RTS already combats fare evasion o.n a daily basis even with identification passes that require effort to duplicate.
36
-63-
Percent of New Ridership that
Does not Utilize Latent Capacity
"Minimum"
Scenario
{21% Increase)
"Maximum"
Scenario
{200% Increase)
25%
50%
75%
100%
Buses Needs
Support Vehicles Needs
Increased Capital Cost
0.00
0.00
$419
38
0.00
0.00
$837
0.00
0.00
$1,256
0.00
0.00
$1,675
Buses Needs
Support Vehicles Needs
Increased Capital Cost
0.01
0.00
$3,987
0.02
0.01
$7,974
0.03
0.01
$11,961
0.04
0.01
$15,949
Table 7 Capital cost estimates associated with increased ridership on RTS fixed-route buses.
•
Though not a result of the ridership increase, as a byproduct of the fare-free zone signage would
need to be added to each bus stop to denote whether it was in the fare free zone or not.
•
There are 55 bus stops downtown. Bus stop signs cost $15.95 (additional signage would be
smaller and therefore likely cheaper). This component ofthe implementation could cost $877.
2.4.1.1.1.3
•
Indirect Costs
See Section 1.4.1.1.1.3 Indirect Costs; the indirect costs outlined in the referenced section will
materialize on a smaller scale given the reduced area of the fare-free implementation.
2.4.1.1.2
•
Benefits
See Section 1.4.1.1.2 Benefits; the benefits outlined in the referenced section will materialize on
a smaller scale given the reduced area of the fare-free implementation.
2 4. 1 2
Americans with Disabilities Act (ADA) Sffvice
2.4.1.2.1
2A.1.2.1.1
•
•
Costs
Existing Revenue Replacement
All ADA trips that begin and end within% of a mile of the intended zone must be free.
In FY2013, 9 ADA demand response trips had their origin and destination within% of a mile of
the downtown zone defined above. The passenger for each of these trips was responsible for a
$3 fare that RTS would have to pay if the entire system was fare-free. This equates to $27.
2A.1.2.1.2
•
Increased Demand Response Ridership Costs
Operating and capital costs were estimated in the same manner as they were in the systemwide fare-free Service section. The only difference is the total number of new paratransit trips
was assumed to be proportional to the relative number of MV Transportation trips that
occurred within the zone. That is, each cell ofTable 4 and Table 5 was multiplied by 0.017%.
Percent of Fixed Route ADA Passengers
Moving to Demand Response
New Ambulatory Passenger Cost
25%
50%
75%
100%
$541
$1,081
$1,622
$2,163
New Wheelchair Passenger Cost
$269
$539
$808
$1,077
Total New Paratransit Operating Costs
$810
$1,620
$2,430
$3,240
Table 8 ADA Demand Response operating expense estimates associated with a fare-free downtown zone.
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Costs result from rounding.
Percent of Fixed Route ADA Passengers
Moving to Demand Response
Additional Buses Required
Total New Paratransit Capital Cost
25%
50%
75%
100%
0.01
0.02
0.03
0.05
$706
$1,411
$2,117
$2,822
Table 9 ADA demand response capital cost estimates associated with a fare-free downtown zone.
2.4.1.2.2
Indirect Costs
See 1.4.1.2.2 Indirect Costs; these costs would occur to a lesser degree under a zone based
•
implementation .
2.4.1.2.3
Benefits
See section 1.4.1.2.2 Benefits; these benefits would occur to a lesser degree under a zone based
•
implementation .
Conclusion
3
•
•
•
A number of communities have successfully eliminated fares from their transit system. Equally,
a number of communities have attempted to eliminate fares from their transit system only to
restate them due to issues like budget shortfalls and logistical challenges.
Regardless of the merit of providing fare-free transit service a dedicated funding source has to
be identified to cover lost revenues and increased capital and operating costs from increased
ridership associated with fare-free service. The majority of agencies operating fare-free have
implemented a dedicated transit tax.
Even when only considering the small fraction of riders that currently pay for service, systemwide implementation of fare-free service would cost millions of dollars (Table 10) if RTS follows
the ridership patterns observed in other communities that have gone fare-free .
Existing Revenue Replacement
New Operating Costs
New Capital Costs
Sub-Total
Existing Revenue Replacement
New Operating Costs
New Capital Costs
Sub-Total
Total
$1,056,622
$138,989
$1,056,622
$5,294,834
$35,644
$170
$80,624
$6,486
$341,737
$13,018,566
$1,296
$16,826
$1,537,349
$19,370,022
$37,111
$103,936
$154,527
$154,527
$4,640,749
$4,042,646
$18,562,997
$16,170,585
$27
$810
$706
$27
$3,240
$2,822
$8,837,922
$34,888,109
$10,375,271
$54,258,131
$1,543
$38,653
$6,090
$110,026
rable 10 Cost summary of system-wide and zonal implementation of fare-free services
•
•
A large share of these costs would come from ADA service which would have to be made free.
The cost of implementing a fare-free service within a certain part of the community would be
significantly less but the community benefit is unclear. In this paper, fare-free service was
Minimum values for fixed route costs based on new capacity only being required for 25% of new riders under
minimum increase (21%) scenario. Maximum values for fixed route costs based on new capacity being required for
100% of new riders under maximum increase (200%) scenario. Minimum and maximum values for ADA costs based
on percent of existing fixed route ADA passengers switching to demand response services.
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considered for downtown. Based on recent 0-D data few trips occur entirely within this zone
with most retail and educational opportunities existing further west. Critically, cost figures do
not reflect the level of staff effort involved with implementing even a zonal fare free system.
•
Under a fare-free system a number of transit efficiency metrics are no longer applicable. It then
becomes more challenging to determine the appropriateness of each service. This may be
particularly challenging since transit will become viewed as "a right."
•
Case studies of other fare-free communities have shown that meaningful mode switch will only
occur with service improvements that increase the parity between car and transit travel. Making
transit service free does not in turn make it convenient. Many non-student areas have 30- to 60minute frequencies, short weekday spans, and even shorter or non-existent weekend spans.
Making the service fare-free will not improve transportation for these individuals. The cost of
their time multiplied by the additional travel time to move via transit will outweigh savings for
not having to pay $1.5 or $0.75 a trip. A peer comparison of 10 non-Florida and 15 Florida
agencies found all primary RTS fare categories (single trip, day pass, and month pass) to be
significantly cheaper with differences ranging from 10% to 82% depending on the fare.
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